JP2011068222A - Control device of inverted pendulum type vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an inverted pendulum type vehicle allowing an easy operation and enhancement of comfortableness when performing moving operations of the vehicle. <P>SOLUTION: The inverted pendulum type vehicle 1A includes pedals 200L and 200R to be worked and rotated by an occupant. Rotating speed of the pedals 200L and 200R is detected by pedal rotating speed detecting parts (an electric motor 210 for a pedal and a motor driver for a pedal) equipped in a base body 9. A control unit 50A performs moving controls in a longitudinal direction for moving operation parts (a driving mechanism including a wheel body 5 and electric motors 31L and 31R, etc.) based on a signal of rotating speed (a signal showing the rotating speed of the pedals) output from the motor driver for the pedal. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device for an inverted pendulum type vehicle that is movable in all directions on a floor surface.

  As a control device for an omnidirectional vehicle (inverted pendulum type vehicle) that can move in all directions (two-dimensional omnidirectional) on the floor surface, for example, those disclosed in Patent Documents 1 and 2 are disclosed by the present applicant. Proposed. In the inverted pendulum type vehicle found in these Patent Documents 1 and 2, a spherical or wheel-like or crawler-like moving operation unit capable of moving in all directions on the floor surface while being in contact with the floor surface; An actuator device having an electric motor or the like for driving the moving operation unit is assembled to a vehicle body. And this vehicle moves on a floor surface by driving a movement operation part with an actuator device.

  Further, as a technique for controlling the movement operation of this type of inverted pendulum type vehicle, for example, a technique found in Patent Document 3 has been proposed by the present applicant. In this technique, a vehicle base is provided so as to be tiltable in the front-rear and left-right directions with respect to a spherical moving operation unit. Then, the vehicle is moved according to the tilting motion of the base by measuring the tilt angle of the base and controlling the torque of the electric motor that drives the moving operation unit so as to keep the tilt angle at a required angle. I have to.

International Publication No. 08/132778 Pamphlet International Publication No. 08/1327979 Pamphlet Japanese Patent No. 3070015

  By the way, when performing the movement control of the inverted pendulum type vehicle as shown in Patent Documents 1 and 2, or Patent Document 3, in the conventional omnidirectional vehicle (inverted pendulum type vehicle), the user moves the center of gravity or operates with a joystick. The target speed was determined by input. However, there is a problem that it takes time to get used to the operation of the vehicle.

  The present invention has been made in view of such a background, and realizes an inverted pendulum type vehicle that is easy to operate for an occupant (passenger), and can also improve comfort when performing a moving operation of the vehicle. An object of the present invention is to provide a type vehicle control apparatus.

  In order to achieve this object, the control apparatus for an inverted pendulum type vehicle according to the present invention moves the vehicle so as to be movable in all directions including the first direction and the second direction orthogonal to each other on the floor surface. The vehicle body centroid point, which is the overall centroid point of the vehicle and the occupant, and the moving body unit, the base body on which the moving operation unit and the riding part that receives the load of the occupant are assembled, and the movement An inverted pendulum type vehicle control device comprising a control unit for controlling an operation unit, wherein the inverted pendulum type vehicle is attached to the base body, and a periodic motion unit for inputting a predetermined periodic motion by an occupant, and the cycle A cycle detection unit that detects a cycle of the exercise unit, wherein the control unit controls the moving operation unit based on a cycle of the cycle exercise unit (first invention).

  In the present invention, the fact that the movement operation unit is “movable in all directions including the first direction and the second direction” means that the movement direction is an axial direction orthogonal to the first direction and the second direction. This means that the direction of the velocity vector of the moving operation unit at each moment when viewed can take any angle direction around the axial direction by driving the moving operation unit. In this case, the axial direction is generally a vertical direction or a direction perpendicular to the floor surface. Further, “orthogonal” in the present invention is not necessarily orthogonal in the strict sense, and may be slightly deviated from orthogonal in the strict meaning without departing from the essence of the present invention.

Further, in the present invention, “floor” does not mean a floor in a normal sense (such as an indoor floor) but also includes an outdoor ground or road surface. According to the first aspect of the present invention, the periodic motion part (for example, a pedal) through which the occupant inputs a predetermined periodic motion is attached to the base body, and the cycle detection unit that detects the rotational speed of the periodic motion unit is provided. And the control part which drives a movement operation part controls a movement operation part based on the period of a periodic motion part.
For this reason, according to the first invention, an omnidirectional vehicle (inverted pendulum type vehicle) that is easy to operate can be realized. For example, it is possible to maintain posture stability in the front-rear and left-right directions while proceeding while adjusting the moving speed in the front-rear direction by the rotation of the pedal.

  In the first aspect of the present invention, when a passenger's riding section is assembled to the vehicle base, the front-rear direction of the passenger riding on the riding section is set as the first direction. It is preferable that the traveling speed in the front-rear direction can be adjusted by rowing (second invention).

  In view of this, the second aspect of the invention relates to a moving operation unit that drives the vehicle to be movable in all directions including the first direction and the second direction orthogonal to each other on the floor surface, and the load of the moving operation unit and the occupant. An inverted pendulum comprising: a base on which a riding section to be received is assembled; and a control section that controls the moving operation section by performing inverted pendulum control on a vehicle system center of gravity that is an overall center of gravity of the vehicle and the occupant. The inverted pendulum type vehicle includes a pedal that is attached to the base body and is turned by a passenger rowing with a foot, a pedal rotation speed detection unit that detects a rotation speed of the pedal, The control unit controls the moving operation unit based on the rotation speed of the pedal (second invention).

According to the second aspect of the present invention, the pedal that the passenger rides with the foot (steps on) is attached to the base body, and the pedal rotation speed detection unit that detects the rotation speed of the pedal is provided. And the control part which drives a movement operation part controls a movement operation part based on the rotational speed of a pedal.
For this reason, according to the second invention, an omnidirectional vehicle (inverted pendulum type vehicle) that is easy to operate can be realized. For example, it is possible to maintain posture stability in the front-rear and left-right directions while proceeding while adjusting the moving speed in the front-rear direction by the rotation of the pedal.

In the second aspect of the invention, when an occupant's riding section is assembled to the vehicle base, the front-rear direction of the occupant who has boarded the riding section is set as the first direction, and the occupant presses the pedal. It is preferable that the running speed in the front-rear direction can be adjusted by rowing (third invention).
Therefore, a third invention is characterized in that the control unit controls a target center-of-gravity speed, which is a target value of the moving speed of the vehicle system center-of-gravity point in the first direction, according to the rotational speed of the pedal. And Thereby, it is possible to keep the posture stability in the front-rear and left-right directions while proceeding while adjusting the moving speed in the front-rear direction by the rotation of the pedal.

In the second and third inventions, when the occupant pedals the pedal, for example, the pedal becomes heavier on an uphill and the pedal becomes lighter on a flat ground. It is preferable that the weight of the pedal changes according to the actual feeling (fourth invention).
Therefore, in the fourth aspect of the invention, the pedal weight is made variable by controlling the brake torque (regenerative current) of the electric motor for the pedal based on the torque current of the electric motor that drives the moving operation unit.
As a result, for example, on an uphill, the weight of the pedal changes according to the occupant's feeling (the feeling that the occupant feels with respect to the state of the traveling path), thereby improving the comfort when performing the moving operation of the vehicle. Can be increased. Further, the battery can be charged with regenerative energy obtained by turning the pedal.

In the second and third inventions, it is desirable to change the brake torque of the electric motor according to the battery voltage of the battery. (5th invention).
Accordingly, a fifth aspect of the invention is provided with a pedal torque control unit for applying a brake torque to the pedal electric motor, wherein a pedal electric motor rotated by the pedal is attached, and the pedal torque control unit Controls the brake torque of the pedal electric motor based on the battery voltage of the battery that supplies power to the electric motor that drives the moving operation unit.
Thereby, for example, the brake torque of the pedal can be changed according to the battery voltage of the battery. For this reason, it is possible to prevent the battery from being overcharged.

In the second and third aspects of the invention, when setting the target center-of-gravity speed according to the pedal rotation speed, the movement speed is decreased on an uphill or the like and increased on a flat ground with respect to the same pedal rotation speed. It is preferable to avoid overloading the electric motor by changing the moving speed according to the load torque of the electric motor that drives the moving operation unit (sixth invention).
Therefore, in the sixth aspect of the invention, when setting the target center of gravity speed in the first direction (front-rear direction) of the center of gravity according to the rotational speed of the pedal, the operating state of the electric motor that drives the moving operation unit ( For example, the target center-of-gravity speed is variably set according to the load torque of the electric motor.
Thereby, for example, on an uphill, the moving speed in the front-rear direction (forward direction) set according to the rotation speed of the pedal is reduced, and the electric motor that drives the moving operation unit is avoided from being overloaded. be able to. In addition, it is possible to resemble the automatic shift gear switching operation, and to improve the comfort of the pedal operation.

The front view of an inverted pendulum type vehicle. The side view of an inverted pendulum type vehicle. The figure which expands and shows the lower part of an inverted pendulum type vehicle. The perspective view of the lower part of an inverted pendulum type vehicle. The perspective view of the movement operation part (wheel body) of an inverted pendulum type vehicle. The figure which shows the arrangement | positioning relationship between the moving operation | movement part (wheel body) and free roller of an inverted pendulum type vehicle. The flowchart which shows the process of the control unit of an inverted pendulum type vehicle. The figure which shows the inverted pendulum model expressing the dynamic behavior of an inverted pendulum type vehicle. FIG. 8 is a block diagram showing processing functions related to the processing in step S9 of FIG. The block diagram which shows the processing function of the gain adjustment part shown in FIG. The block diagram which shows the processing function of the limit process part (or limit process part shown in FIG. 12) shown in FIG. The block diagram which shows the processing function of the gravity center speed restriction | limiting part 76 shown in FIG. The block diagram which shows the processing function of the attitude | position control calculating part 80 shown in FIG. The flowchart which shows the process of the request | requirement gravity center speed production | generation part 74 shown in FIG. The flowchart which shows the subroutine process of step S23 of FIG. The flowchart which shows the subroutine process of step S23-5 of FIG. The flowchart which shows the subroutine process of step S23-5 of FIG. The flowchart which shows the subroutine process of step S23-6 of FIG. The flowchart which shows the subroutine process of step S24 of FIG. The flowchart which shows the subroutine process of step S25 of FIG. The flowchart which shows the subroutine process of step S25 of FIG. The block diagram of an inverted pendulum type vehicle provided with a pedal. The figure which shows the 1st setting method of the brake torque (reaction force) of a pedal. The figure which shows the structure of a motor driver. The figure which shows the 2nd setting method of the brake torque of a pedal. The figure which shows the 3rd setting method of the brake torque of a pedal. The figure which shows the 4th setting method of the brake torque of a pedal. The figure which shows the example of a setting of the gain coefficient Kpd with respect to the rotational speed of a pedal.

[Description of basic configuration and operation of an inverted pendulum type vehicle to which the present invention is applied]
First, the basic configuration and operation of an omnidirectional vehicle (an inverted pendulum type vehicle) to which the present invention is applied will be described below. The control apparatus for an inverted pendulum type vehicle according to the present invention is based on the inverted pendulum type vehicle 1 shown in FIG. 1, and a pedal that the occupant steps on is added to the inverted pendulum type vehicle 1. The present invention relates to an inverted pendulum type vehicle control device with improved operability.
FIG. 1 is a diagram illustrating a basic configuration of an inverted pendulum type vehicle, and is a diagram illustrating a configuration of an inverted pendulum type vehicle that does not include a pedal that an occupant steps on. First, the structure of the inverted pendulum type vehicle 1 will be described with reference to FIGS.

  As shown in FIGS. 1 and 2, the inverted pendulum type vehicle 1 is omnidirectional (front-rear) on a floor (boarding part) 3 of an occupant (passenger who is a driver) and the floor while touching the floor. A moving operation unit 5 that can move in two directions (including all directions and left and right directions), an actuator device 7 that applies power for driving the moving operation unit 5 to the moving operation unit 5, and these seats 3. And a base body 9 on which the wheel body 5 and the actuator device 7 are assembled.

  Here, the “front-rear direction” and the “left-right direction” mean directions that coincide with or substantially coincide with the front-rear direction, the left-right direction, and the left-right direction of the upper body of the occupant who has boarded the seat (carrying part) 3 in a standard posture, respectively. . The “standard posture” is a posture assumed in terms of design with respect to the seat portion 3, and the trunk axis of the upper body of the occupant is generally directed in the vertical direction, and the upper body is not twisted. It is posture.

  In this case, in FIG. 1, the “front-rear direction” and the “left-right direction” are the direction perpendicular to the paper surface and the left-right direction of the paper surface, respectively. In FIG. It is the left-right direction of the paper surface and the direction perpendicular to the paper surface. In the description of the inverted pendulum type vehicle 1, the suffixes “R” and “L” attached to the reference numerals are used to mean the right side and the left side of the vehicle 1, respectively.

  The base 9 includes a lower frame 11 in which the moving operation unit 5 and the actuator device 7 are assembled, and a support frame 13 extending upward from the upper end of the lower frame 11.

  A seat frame 15 projecting forward from the column frame 13 is fixed to the upper portion of the column frame 13. A seat 3 on which an occupant sits is mounted on the seat frame 15. And this seat 3 is a passenger's boarding part. Therefore, the inverted pendulum type vehicle 1 (hereinafter, also simply referred to as the vehicle 1) moves on the floor surface with the occupant seated on the seat 3.

  Further, on the left and right sides of the seat 3, grips 17R and 17L are disposed for the passengers seated on the seat 3 to grip as necessary. These grips 17R and 17L are respectively provided to the support frame 13 (or the seat frame 15). It is being fixed to the front-end | tip part of bracket 19R, 19L extended from.

  The lower frame 11 includes a pair of cover members 21R and 21L arranged so as to face each other in a bifurcated manner with a space in the left-right direction. The upper end portions (bifurcated branch portions) of these cover members 21R and 21L are connected via a hinge shaft 23 having a longitudinal axis, and one of the cover members 21R and 21L is hinged relative to the other. It can swing around the shaft 23. In this case, the cover members 21R and 21L are urged by a spring (not shown) in a direction in which the lower end side (the bifurcated tip side) of the cover members 21R and 21L is narrowed.

  Further, on each outer surface portion of the cover members 21R and 21L, a step 25R for placing the right foot of the occupant seated on the seat 3 and a step 25L for placing the left foot are respectively projected so as to protrude rightward and leftward. Yes.

  The moving operation unit 5 and the actuator device 7 are disposed between the cover members 21R and 21L of the lower frame 11. The structures of the moving operation unit 5 and the actuator device 7 will be described with reference to FIGS.

  The moving operation unit 5 and the actuator device 7 have the same structure as that disclosed in, for example, FIG. Therefore, regarding the configurations of the moving operation unit 5 and the actuator device 7, the matters described in the Patent Document 2 will be simply described.

  The moving operation unit 5 is a wheel body formed in an annular shape from a rubber-like elastic material, and has a substantially circular cross-sectional shape. Due to its elastic deformation, the moving operation unit 5 (hereinafter referred to as the wheel body 5) has a circular cross section center C1 (more specifically, a circular cross section center C1 as shown by an arrow Y1 in FIGS. 5 and 6). And can be rotated around a circumferential line that is concentric with the axis of the wheel body 5.

  The wheel body 5 is disposed between the cover members 21R and 21L with its axis C2 (axis C2 orthogonal to the diameter direction of the entire wheel body 5) directed in the left-right direction. Ground to the floor at the lower end of the outer peripheral surface.

  The wheel body 5 rotates around the axis C2 of the wheel body 5 as shown by an arrow Y2 in FIG. 5 (operation to rotate on the floor surface) by driving by the actuator device 7 (details will be described later). And an operation of rotating around the cross-sectional center C1 of the wheel body 5 can be performed. As a result, the wheel body 5 can move in all directions on the floor surface by a combined operation of these rotational operations.

  The actuator device 7 includes a rotating member 27R and a free roller 29R interposed between the wheel body 5 and the right cover member 21R, and a rotating member interposed between the wheel body 5 and the left cover member 21L. 27L and a free roller 29L, an electric motor 31R as an actuator disposed above the rotating member 27R and the free roller 29R, and an electric motor 31L as an actuator disposed above the rotating member 27L and the free roller 29L. .

  The electric motors 31R and 31L have their respective housings attached to the cover members 21R and 21L. Although illustration is omitted, the power sources (capacitors) of the electric motors 31 </ b> R and 31 </ b> L are mounted at appropriate positions on the base 9 such as the support frame 13.

  The rotating member 27R is rotatably supported by the cover member 21R via a support shaft 33R having a horizontal axis. Similarly, the rotation member 27L is rotatably supported by the cover member 21L via a support shaft 33L having a horizontal axis. In this case, the rotation axis of the rotation member 27R (axis of the support shaft 33R) and the rotation axis of the rotation member 27L (axis of the support shaft 33L) are coaxial.

  The rotating members 27R and 27L are connected to the output shafts of the electric motors 31R and 31L via power transmission mechanisms including functions as speed reducers, respectively, and the power (torque) transmitted from the electric motors 31R and 31L, respectively. It is rotationally driven by. Each power transmission mechanism is of a pulley-belt type, for example. That is, as shown in FIGS. 3 and 4, the rotating member 27R is connected to the output shaft of the electric motor 31R via the pulley 35R and the belt 37R. Similarly, the rotating member 27L is connected to the output shaft of the electric motor 31L via a pulley 35L and a belt 37L.

  The power transmission mechanism may be constituted by, for example, a sprocket and a link chain, or may be constituted by a plurality of gears. In addition, for example, the electric motors 31R and 31L are arranged to face the rotating members 27R and 27L so that the respective output shafts are coaxial with the rotating members 27R and 27L, and the electric motors 31R and 31L are respectively arranged. The output shaft may be connected to each of the rotating members 27R and 27L via a speed reducer (such as a planetary gear device).

  Each rotating member 27R, 27L is formed in the same shape as a truncated cone that decreases in diameter toward the wheel body 5, and its outer peripheral surface is a tapered outer peripheral surface 39R, 39L.

  A plurality of free rollers 29R are arranged around the tapered outer peripheral surface 39R of the rotating member 27R so as to be arranged at equal intervals on a circumference concentric with the rotating member 27R. Each of these free rollers 29R is attached to the tapered outer peripheral surface 39R via a bracket 41R and is rotatably supported by the bracket 41R.

  Similarly, a plurality (the same number as the free rollers 29R) of free rollers 29L are arranged around the tapered outer peripheral surface 39L of the rotating member 27L so as to be arranged at equal intervals on a circumference concentric with the rotating member 27L. Yes. Each of these free rollers 29L is attached to the tapered outer peripheral surface 39L via a bracket 41L and is rotatably supported by the bracket 41L.

  The wheel body 5 is disposed coaxially with the rotating members 27R and 27L so as to be sandwiched between the free roller 29R on the rotating member 27R side and the free roller 29L on the rotating member 27L side.

  In this case, as shown in FIGS. 1 and 6, each of the free rollers 29 </ b> R and 29 </ b> L has the axis C <b> 3 inclined with respect to the axis C <b> 2 of the wheel body 5 and the diameter direction of the wheel body 5 (the wheel body 5. When viewed in the direction of the axis C2, it is arranged in a posture inclined with respect to the radial direction connecting the axis C2 and the free rollers 29R and 29L. In such a posture, the outer peripheral surfaces of the free rollers 29R and 29L are in pressure contact with the inner peripheral surface of the wheel body 5 in an oblique direction.

  More generally speaking, the free roller 29R on the right side has a frictional force component in the direction around the axis C2 at the contact surface with the wheel body 5 when the rotating member 27R is driven to rotate around the axis C2. (The frictional force component in the tangential direction of the inner periphery of the wheel body 5) and the frictional force component in the direction around the cross-sectional center C1 of the wheel body 5 (the tangential frictional force component in the circular cross section) The wheel body 5 is pressed against the inner peripheral surface in such a posture that it can act on the wheel body 5. The same applies to the left free roller 29L.

  In this case, as described above, the cover members 21R and 21L are urged in a direction in which the lower end side (the bifurcated tip side) of the cover members 21R and 21L is narrowed by a spring (not shown). Therefore, the wheel body 5 is sandwiched between the right free roller 29R and the left free roller 29L by this urging force, and the free rollers 29R and 29L are in pressure contact with the wheel body 5 (more specifically, free The pressure contact state in which a frictional force can act between the rollers 29R and 29L and the wheel body 5 is maintained.

  In the vehicle 1 having the structure described above, when the rotating members 27R and 27L are driven to rotate at the same speed in the same direction by the electric motors 31R and 31L, the wheel body 5 has the same direction as the rotating members 27R and 27L. Will rotate around the axis C2. Thereby, the wheel body 5 rotates on the floor surface in the front-rear direction, and the entire vehicle 1 moves in the front-rear direction. In this case, the wheel body 5 does not rotate around the center C1 of the cross section.

  Further, for example, when the rotating members 27R and 27L are rotationally driven in opposite directions at the same speed, the wheel body 5 rotates around the center C1 of the cross section. As a result, the wheel body 5 moves in the direction of the axis C2 (that is, the left-right direction), and as a result, the entire vehicle 1 moves in the left-right direction. In this case, the wheel body 5 does not rotate around the axis C2.

  Furthermore, when the rotating members 27R and 27L are rotationally driven at different speeds (speeds including directions) in the same direction or in the opposite direction, the wheel body 5 rotates around its axis C2, It will rotate about the cross-sectional center C1.

  At this time, the wheel body 5 moves in a direction inclined with respect to the front-rear direction and the left-right direction by a combined operation (composite operation) of these rotational operations, and as a result, the entire vehicle 1 moves in the same direction as the wheel body 5. Will be. The moving direction of the wheel body 5 in this case changes depending on the difference in rotational speed (rotational speed vector in which the polarity is defined according to the rotational direction) including the rotational direction of the rotating members 27R and 27L. .

  Since the moving operation of the wheel body 5 is performed as described above, by controlling the respective rotational speeds (including the rotational direction) of the electric motors 31R and 31L, and by controlling the rotational speeds of the rotating members 27R and 27L, The moving speed and moving direction of the vehicle 1 can be controlled.

  Next, a configuration for operation control of the vehicle 1 shown in FIG. 1 will be described. In the following description, as shown in FIGS. 1 and 2, an XYZ coordinate system is assumed in which the horizontal axis in the front-rear direction is the X axis, the horizontal axis in the left-right direction is the Y axis, and the vertical direction is the Z axis. The direction and the left-right direction may be referred to as the X-axis direction and the Y-axis direction, respectively.

  First, the general operation control of the vehicle 1 will be described. Basically, when an occupant seated on the seat 3 tilts the upper body (specifically, the total center of gravity of the occupant and the vehicle 1 together) When the upper body is tilted so as to move the position (position projected on the horizontal plane), the base body 9 tilts together with the sheet 3 to the side on which the upper body is tilted. At this time, the moving operation of the wheel body 5 is controlled so that the vehicle 1 moves to the side on which the base body 9 is inclined. For example, when the occupant tilts the upper body forward and, as a result, tilts the base body 9 together with the seat 3, the movement operation of the wheel body 5 is controlled so that the vehicle 1 moves forward.

  That is, in the inverted pendulum type vehicle shown in FIG. 1, an operation in which the occupant moves the upper body and consequently tilts the base body 9 together with the seat 3 is one basic maneuvering operation on the vehicle 1 (operation request for the vehicle 1). The moving operation of the wheel body 5 is controlled via the actuator device 7 in accordance with the steering operation.

  Here, in the inverted pendulum type vehicle 1, the grounding surface of the wheel body 5 as the entire grounding surface has a smaller area than the area in which the entire vehicle 1 and the passengers riding on the vehicle 1 are projected on the floor surface. A single local region is formed, and the floor reaction force acts only on the single local region. For this reason, in order to prevent the base body 9 from tilting, it is necessary to move the wheel body 5 so that the center of gravity of the occupant and the vehicle 1 is positioned almost directly above the ground contact surface of the wheel body 5.

  Therefore, in the inverted pendulum type vehicle 1, the center of gravity of the occupant and the entire vehicle 1 is located almost directly above the center point of the wheel body 5 (center point on the axis C2) (more precisely, the center of gravity is concerned). The wheel body is set so that the posture of the base body 9 in a state in which the point is located almost directly above the ground contact surface of the wheel body 5 is set as the target posture, and basically the actual posture of the base body 9 is converged to the target posture. 5 movement operations are controlled.

  In addition, when starting the vehicle 1 and the like, apart from the propulsive force by the actuator device 7, for example, the occupant kicks the floor with his / her foot as necessary, thereby increasing the moving speed of the vehicle 1 ( When the driving force (the propulsive force generated by the frictional force between the occupant's foot and the floor) is applied to the vehicle 1 as an additional external force, the moving speed of the vehicle 1 (more precisely, the occupant and the entire vehicle) The movement operation of the wheel body 5 is controlled so that the movement speed of the center of gravity of the wheel body increases. In the state where the addition of the propulsive force is stopped, the moving operation of the wheel body 5 is performed so that the moving speed of the vehicle 1 is once held at a constant speed and then attenuated to stop the vehicle 1. Control is performed (braking control of the wheel body 5 is performed).

  Further, in a state where no occupant is on board the vehicle 1, a state where the center of gravity of the single vehicle 1 is located almost directly above the center point of the wheel body 5 (center point on the axis C <b> 2) (more accurately, (The state where the center of gravity is located almost directly above the ground contact surface of the wheel body 5) is the target posture, and the actual posture of the base 9 is converged to the target posture. The movement operation of the wheel body 5 is controlled so that the vehicle 1 can stand on its own without tilting.

  In the inverted pendulum type vehicle 1, in order to control the operation of the vehicle 1 as described above, as shown in FIGS. 1 and 2, the inverted pendulum type vehicle 1 includes an electronic circuit unit including a microcomputer and drive circuit units of the electric motors 31 R and 31 L. A control unit 50, a tilt sensor 52 for measuring a tilt angle θb of a predetermined portion of the base body 9 with respect to the vertical direction (gravity direction) and its changing speed (= dθb / dt), and an occupant boarding the vehicle 1 A load sensor 54 for detecting whether or not the vehicle is rotating, and rotary encoders 56R and 56L as angle sensors for detecting the rotation angle and rotation angular velocity of the output shafts of the electric motors 31R and 31L, respectively. It is installed in the right place.

  In this case, the control unit 50 and the inclination sensor 52 are attached to the column frame 13 in a state of being accommodated in the column frame 13 of the base body 9, for example. The load sensor 54 is built in the seat 3. The rotary encoders 56R and 56L are provided integrally with the electric motors 31R and 31L, respectively. The rotary encoders 56R and 56L may be attached to the rotating members 27R and 27L, respectively.

  More specifically, the tilt sensor 52 includes an acceleration sensor and a rate sensor (angular velocity sensor) such as a gyro sensor, and outputs detection signals of these sensors to the control unit 50. Then, the control unit 50 performs a predetermined measurement calculation process (this may be a known calculation process) based on the outputs of the acceleration sensor and the rate sensor of the tilt sensor 52, and thereby the part on which the tilt sensor 52 is mounted. The measured value of the tilt angle θb of the (post frame 13) with respect to the vertical direction and the measured value of the tilt angular velocity θbdot, which is the rate of change (differential value) thereof, are calculated.

  In this case, the tilt angle θb to be measured (hereinafter also referred to as the base body tilt angle θb) is more specifically, the component θb_x in the Y axis direction (pitch direction) and the X axis direction (roll direction), respectively. It consists of component θb_y. Similarly, the measured tilt angular velocity θbdot (hereinafter also referred to as the base tilt angular velocity θbdot) is also measured in the Y-axis direction (pitch direction) component θbdot_x (= dθb_x / dt) and the X-axis direction (roll direction). Component θbdot_y (= dθb_y / dt).

  In the description of the inverted pendulum type vehicle 1, a variable such as a motion state amount having a component in each direction of the X axis and the Y axis (or a direction around each axis) such as the base body tilt angle θb, or the motion state amount. For a variable such as a coefficient related to, a subscript “_x” or “_y” is added to the reference sign of the variable when each component is expressed separately.

  In this case, for a variable related to translational motion such as translational speed, a subscript “_x” is added to the component in the X-axis direction, and a subscript “_y” is added to the component in the Y-axis direction.

  On the other hand, for variables related to rotational motion, such as angle, rotational speed (angular velocity), angular acceleration, etc., the subscript “_x” is added to the component around the Y axis for convenience in order to align the subscript with the variable related to translational motion. In addition, the subscript “_y” is added to the component around the X axis.

  Further, when a variable is expressed as a set of a component in the X-axis direction (or a component around the Y-axis) and a component in the Y-axis direction (or a component around the X-axis), the reference numeral of the variable The subscript “_xy” is added. For example, when the base body tilt angle θb is expressed as a set of a component θb_x around the Y axis and a component θb_y around the X axis, it is expressed as “base body tilt angle θb_xy”.

  The load sensor 54 is built in the seat 3 so as to receive a load due to the weight of the occupant when the occupant sits on the seat 3, and outputs a detection signal corresponding to the load to the control unit 50. Then, the control unit 50 determines whether or not an occupant is on the vehicle 1 based on the measured load value indicated by the output of the load sensor 54.

  Instead of the load sensor 54, for example, a switch type sensor that is turned on when an occupant sits on the seat 3 may be used.

  The rotary encoder 56R generates a pulse signal every time the output shaft of the electric motor 31R rotates by a predetermined angle, and outputs this pulse signal to the control unit 50. Then, the control unit 50 measures the rotational angle of the output shaft of the electric motor 31R based on the pulse signal, and further calculates the temporal change rate (differential value) of the measured value of the rotational angle as the rotational angular velocity of the electric motor 53R. Measure as The same applies to the rotary encoder 56L on the electric motor 31L side.

  The control unit 50 determines a speed command that is a target value of the rotational angular speed of each of the electric motors 31R and 31L by executing a predetermined calculation process using each of the measured values, and the electric motor is operated according to the speed command. The rotational angular velocities of the motors 31R and 31L are feedback controlled.

  The relationship between the rotational angular velocity of the output shaft of the electric motor 31R and the rotational angular velocity of the rotating member 27R is proportional to the constant reduction ratio between the output shaft and the rotating member 27R. In the following description, for the sake of convenience, the rotational angular velocity of the electric motor 31R means the rotational angular velocity of the rotating member 27R. Similarly, the rotational angular velocity of the electric motor 31L means the rotational angular velocity of the rotating member 27L.

Hereinafter, the control process of the control unit 50 will be described in more detail.
The control unit 50 executes the process (main routine process) shown in the flowchart of FIG. 7 at a predetermined control process cycle.

  First, in step S <b> 1, the control unit 50 acquires the output of the tilt sensor 52. Next, the process proceeds to step S2, and the control unit 50 calculates the measured value θb_xy_s of the base body tilt angle θb and the measured value θbdot_xy_s of the base body tilt angular velocity θbdot based on the acquired output of the tilt sensor 52.

  In the following description, when an observed value (measured value or estimated value) of an actual value of a variable (state quantity) such as the measured value θb_xy_s is represented by a reference symbol, a subscript is added to the reference symbol of the variable. Add “_s”.

  Next, after acquiring the output of the load sensor 54 in step S3, the control unit 50 executes the determination process in step S4. In this determination process, the control unit 50 determines whether or not an occupant is on the vehicle 1 depending on whether or not the load measurement value indicated by the acquired output of the load sensor 54 is larger than a predetermined value set in advance ( Whether or not an occupant is seated on the seat 3).

  If the determination result in step S4 is affirmative, the control unit 50 sets a target value θb_xy_obj for the base body tilt angle θb, and constant parameters for controlling the operation of the vehicle 1 (basic values for various gains). Etc.) are set in steps S5 and S6, respectively.

  In step S5, the control unit 50 sets a predetermined target value for the boarding mode as the target value θb_xy_obj of the base body tilt angle θb.

  Here, the “boarding mode” means an operation mode of the vehicle 1 when an occupant is on the vehicle 1. The target value θb_xy_obj for the boarding mode is such that the overall center of gravity of the vehicle 1 and the occupant seated on the seat 3 (hereinafter referred to as the vehicle / occupant overall center of gravity) is located almost directly above the ground contact surface of the wheel body 5. The posture of the base body 9 in a state is set in advance so as to coincide with or substantially coincide with the measured value θb_xy_s of the base body tilt angle θb measured based on the output of the tilt sensor 52.

  In step S <b> 6, the control unit 50 sets a predetermined value for the boarding mode as a constant parameter value for controlling the operation of the vehicle 1. The constant parameters are hx, hy, Ki_a_x, Ki_b_x, Ki_a_y, Ki_b_y (i = 1, 2, 3), which will be described later.

  On the other hand, if the determination result of step S4 is negative, the control unit 50 sets a target value θb_xy_obj for the base body tilt angle θb_xy and sets a constant parameter value for controlling the operation of the vehicle 1. Are executed in steps S7 and S8.

  In step S7, the control unit 50 sets a predetermined target value for the independent mode as the target value θb_xy_obj of the inclination angle θb.

  Here, the “self-supporting mode” means an operation mode of the vehicle 1 when no occupant is on the vehicle 1. The target value θb_xy_obj for the self-supporting mode is an inclination sensor in the posture of the base body 9 in which the center of gravity point of the vehicle 1 (hereinafter referred to as the vehicle center of gravity point) is located almost directly above the ground contact surface of the wheel body 5. It is set in advance so as to coincide with or substantially coincide with the measured value θb_xy_s of the base body tilt angle θb measured based on the output of 52. The target value θb_xy_obj for the self-supporting mode is generally different from the target value θb_xy_obj for the boarding mode.

  In step S <b> 8, the control unit 50 sets a predetermined value for the independent mode as a constant parameter value for controlling the operation of the vehicle 1. The value of the constant parameter for the independent mode is different from the value of the constant parameter for the boarding mode.

  The difference in the value of the constant parameter between the boarding mode and the independent mode is due to the difference in the height of the center of gravity, the overall mass, etc. in each mode, and the response of the operation of the vehicle 1 to the control input. This is because the characteristics are different from each other.

  Through the processes in steps S4 to S8 described above, the target value θb_xy_obj of the base body tilt angle θb_xy and the value of the constant parameter are set individually for each operation mode of the boarding mode and the independent mode.

  Note that it is not essential to execute the processes of steps S5 and S6 or the processes of steps S7 and S8, and may be executed only when the determination result of step S4 changes.

  Supplementally, in both the boarding mode and the self-supporting mode, the target value of the component θbdot_x in the direction around the Y axis of the base body tilt angular velocity θbdot and the target value of the component θbdot_y in the direction around the X axis are both “0”. For this reason, the process which sets the target value of base | substrate inclination angular velocity (theta) bdot_xy is unnecessary.

  After executing the processing of steps S5 and S6 or the processing of steps S7 and 8 as described above, the control unit 50 next executes the vehicle control calculation processing in step S9, thereby causing the electric motors 31R and 31L, respectively. Determine the speed command. Details of this vehicle control calculation processing will be described later.

  Next, the process proceeds to step S10, and the control unit 50 executes an operation control process for the electric motors 31R and 31L according to the speed command determined in step S9. In this operation control process, the control unit 50 determines the difference between the speed command of the electric motor 31R determined in step S9 and the measured value of the rotational speed of the electric motor 31R measured based on the output of the rotary encoder 56R. The target value (target torque) of the output torque of the electric motor 31R is determined so that the deviation converges to “0”. Then, the control unit 50 controls the energization current of the electric motor 31R so that the output torque of the target torque is output to the electric motor 31R. The same applies to the operation control of the left electric motor 31L.

  The above is the overall control process executed by the control unit 50. Next, details of the vehicle control calculation process in step S9 will be described.

  In the following description, the vehicle / occupant overall center-of-gravity point in the boarding mode and the vehicle single body center-of-gravity point in the independent mode are collectively referred to as a vehicle system center-of-gravity point. When the operation mode of the vehicle 1 is the boarding mode, the vehicle system center-of-gravity point means the vehicle / occupant overall center-of-gravity point, and when the operation mode of the vehicle 1 is the independent mode, it means the vehicle single body center-of-gravity point.

  In the following description, regarding the value (value to be updated) determined by the control unit 50 in each control processing cycle, the value determined in the current (latest) control processing cycle is the current value, and the control processing immediately before that The value determined by the cycle may be referred to as the previous value. A value not particularly different from the current value and the previous value means the current value.

  Further, regarding the speed and acceleration in the X-axis direction, the forward direction is a positive direction, and regarding the speed and acceleration in the Y-axis direction, the left direction is a positive direction.

  Then, the dynamic behavior of the vehicle system center-of-gravity point (specifically, the behavior seen by projecting from the Y-axis direction onto a plane (XZ plane) orthogonal thereto, and the plane orthogonal to this from the X-axis direction (YZ The vehicle control calculation in step S9 assumes that the behavior projected on the plane) is approximately expressed by the behavior of the inverted pendulum model (the dynamic behavior of the inverted pendulum) as shown in FIG. Processing is performed.

  In FIG. 8, reference numerals without parentheses are reference numerals corresponding to the inverted pendulum model viewed from the Y-axis direction, and reference numerals with parentheses refer to the inverted pendulum model viewed from the X-axis direction. Corresponding reference sign.

  In this case, the inverted pendulum model expressing the behavior seen from the Y-axis direction has a mass point 60_x located at the center of gravity of the vehicle system and a rotation axis 62a_x parallel to the Y-axis direction. Wheel 62_x (hereinafter referred to as virtual wheel 62_x). The mass point 60_x is supported by the rotation shaft 62a_x of the virtual wheel 62_x via the linear rod 64_x, and can swing around the rotation shaft 62a_x with the rotation shaft 62a_x as a fulcrum.

  In this inverted pendulum model, the motion of the mass point 60_x corresponds to the motion of the vehicle system center-of-gravity point viewed from the Y-axis direction. Further, the inclination angle θbe_x of the rod 64_x with respect to the vertical direction coincides with the deviation θbe_x_s (= θb_x_s−θb_x_obj) between the measured base body tilt angle value θb_x_s and the base body tilt angle target value θb_x_obj in the direction around the Y axis. Further, the changing speed (= dθbe_x / dt) of the inclination angle θbe_x of the rod 64_x is set to coincide with the measured body inclination angular velocity θbdot_x_s in the direction around the Y axis. Further, the movement speed Vw_x (translation movement speed in the X-axis direction) of the virtual wheel 62_x is the same as the movement speed in the X-axis direction of the wheel body 5 of the vehicle 1.

  Similarly, an inverted pendulum model (refer to the reference numerals in parentheses in FIG. 8) expressing the behavior seen from the X-axis direction includes a mass point 60_y located at the center of gravity of the vehicle system and a rotation axis 62a_y parallel to the X-axis direction. And virtual wheels 62_y (hereinafter referred to as virtual wheels 62_y) that can rotate on the floor surface. The mass point 60_y is supported by the rotation shaft 62a_y of the virtual wheel 62_y via a linear rod 64_y, and can swing around the rotation shaft 62a_y with the rotation shaft 62a_y as a fulcrum.

  In this inverted pendulum model, the motion of the mass point 60_y corresponds to the motion of the vehicle system center-of-gravity point viewed from the X-axis direction. In addition, the inclination angle θbe_y of the rod 64_y with respect to the vertical direction coincides with the deviation θbe_y_s (= θb_y_s−θb_y_obj) between the measured base body tilt angle value θb_y_s and the base body tilt angle target value θb_y_obj in the direction around the X axis. In addition, the change speed (= dθbe_y / dt) of the inclination angle θbe_y of the rod 64_y coincides with the measured base body inclination angular velocity θbdot_y_s in the direction around the X axis. Further, the moving speed Vw_y (translational moving speed in the Y-axis direction) of the virtual wheel 62_y is set to coincide with the moving speed in the Y-axis direction of the wheel body 5 of the vehicle 1.

  The virtual wheels 62_x and 62_y are assumed to have predetermined radii of predetermined values Rw_x and Rw_y, respectively.

Further, the rotational angular velocities ωw_x and ωw_y of the virtual wheels 62_x and 62_y and the rotational angular velocities ω_R and ω_L of the electric motors 31R and 31L (more precisely, the rotational angular velocities ω_R and ω_L of the rotating members 27R and 27L), respectively. The relationship of the following formulas 01a and 01b is established.
ωw_x = (ω_R + ω_L) / 2 Equation 01a
ωw_y = C · (ω_R−ω_L) / 2 …… Formula 01b

  Note that “C” in the expression 01b is a coefficient of a predetermined value depending on the mechanical relationship between the free rollers 29R and 29L and the wheel body 5 and slippage.

Here, the dynamics of the inverted pendulum model shown in FIG. 8 is expressed by the following equations 03x and 03y. The expression 03x is an expression expressing the dynamics of the inverted pendulum model viewed from the Y-axis direction, and the expression 03y is an expression expressing the dynamics of the inverted pendulum model viewed from the X-axis direction.
d2θbe_x / dt2 = α_x · θbe_x + β_x · ωwdot_x ...... Equation 03x
d2θbe_y / dt2 = α_y · θbe_y + β_y · ωwdot_y …… Formula 03y
Tilt angle θbe_x: Tilt angle of rod 64_x with respect to the vertical direction

  In equation 03x, ωwdot_x is the rotational angular acceleration of the virtual wheel 62_x (first-order differential value of the rotational angular velocity ωw_x), α_x is a coefficient that depends on the mass and height h_x of the mass 60_x, and β_x is the inertia (moment of inertia of the virtual wheel 62_x ) And the radius Rw_x. The same applies to ωwdot_y, α_y, and β_y in Expression 03y.

  As can be seen from these equations 03x and 03y, the motions of the mass points 60_x and 60_y of the inverted pendulum (and hence the motion of the center of gravity of the vehicle system) are the rotational angular acceleration ωwdot_x of the virtual wheel 62_x and the rotational angular acceleration ωwdot_y of the virtual wheel 62_y, respectively. It is defined depending on.

  Therefore, the rotation angular acceleration ωwdot_x of the virtual wheel 62_x is used as an operation amount (control input) for controlling the movement of the vehicle system center of gravity point viewed from the Y axis direction, and the vehicle system center of gravity point viewed from the X axis direction is used. The rotational angular acceleration ωwdot_y of the virtual wheel 62_y is used as an operation amount (control input) for controlling the motion.

  The vehicle control arithmetic processing in step S9 will be described schematically. The control unit 50 determines that the motion of the mass point 60_x seen in the X-axis direction and the motion of the mass point 60_y seen in the Y-axis direction are the vehicle system center of gravity. Virtual wheel rotational angular acceleration commands ωwdot_x_cmd and ωwdot_y_cmd, which are command values (target values) of the rotational angular accelerations ωwdot_x and ωwdot_y as the operation amounts, are determined so as to correspond to the desired motion. Further, the control unit 50 integrates the virtual wheel rotation angular acceleration commands ωwdot_x_cmd and ωwdot_y_cmd, and the virtual wheel rotation that is the command values (target values) of the respective rotation angular velocities ωw_x and ωw_y of the virtual wheels 62_x and 62_y. The angular velocity commands are determined as ωw_x_cmd and ωw_y_cmd.

  Then, the control unit 50 moves the virtual wheel 62_x corresponding to the virtual wheel rotational angular velocity command ωw_x_cmd (= Rw_x · ωw_x_cmd) and the virtual wheel 62_y corresponding to the virtual wheel rotational angular velocity command ωw_y_cmd (= Rw_y · ωw_y_cmd). ) As the target movement speed in the X-axis direction and the target movement speed in the Y-axis direction of the wheel body 5 of the vehicle 1, and the respective speeds of the electric motors 31 </ b> R and 31 </ b> L so as to realize these target movement speeds. The commands ω_R_cmd and ω_L_cmd are determined.

  The virtual wheel rotation angular acceleration commands ωwdot_x_cmd and ωwdot_y_cmd as the operation amount (control input) are determined by adding three operation amount components as shown in equations 07x and 07y described later.

  As described above, the control unit 50 has the function shown in the block diagram of FIG. 9 as a function for executing the vehicle control calculation process in step S9.

  That is, the control unit 50 calculates the base body tilt angle deviation measurement value θbe_xy_s, which is a deviation between the base body tilt angle measurement value θb_xy_s and the base body tilt angle target value θb_xy_obj, and the moving speed of the vehicle system center-of-gravity point. It is estimated that the center of gravity speed calculation unit 72 that calculates the center of gravity speed estimated value Vb_xy_s as an observed value of a certain center of gravity speed Vb_xy and the operation of the vehicle 1 by the occupant or the like (operation for adding propulsive force to the vehicle 1) are estimated. The required center-of-gravity speed generation unit 74 for generating the required center-of-gravity speed V_xy_aim as the required value of the center-of-gravity speed Vb_xy, and the allowable rotational angular speed of the electric motors 31R and 31L from these estimated center-of-gravity speed Vb_xy_s and the required center-of-gravity speed V_xy_aim A centroid speed limiter 76 for determining a control target centroid speed Vb_xy_mdfd as a target value of the centroid speed Vb_xy in consideration of a limit in accordance with the range, which will be described later 07x, and a gain adjustment unit 78 determines the gain adjustment parameter Kr_xy for adjusting the value of the gain coefficient 07y.

  Further, the control unit 50 calculates the virtual wheel rotation angular velocity command ωw_xy_cmd, and the virtual wheel rotation angular velocity command ωw_xy_cmd from the right electric motor 31R speed command ω_R_cmd (rotation angular velocity command value). And a motor command calculation unit 82 for converting into a set with a speed command ω_L_cmd (rotation angular velocity command value) of the left electric motor 31L.

  In FIG. 9, the reference numeral 84 indicates a delay element for inputting the virtual wheel rotation angular velocity command ωw_xy_cmd calculated by the attitude control calculation unit 80 every control processing cycle. The delay element 84 outputs the previous value ωw_xy_cmd_p of the virtual wheel rotation angular velocity command ωw_xy_cmd in each control processing cycle.

  In the vehicle control calculation process in step S9, the processes of the above-described respective processing units are executed as described below.

  That is, the control unit 50 first executes the process of the deviation calculating unit 70 and the process of the gravity center speed calculating unit 72.

  The deviation calculation unit 70 receives the base body tilt angle measurement value θb_xy_s (θb_x_s and θb_y_s) calculated in step S2 and the target values θb_xy_obj (θb_x_obj and θb_y_obj) set in step S5 or step S7. . Then, the deviation calculating unit 70 subtracts θb_x_obj from θb_x_s to calculate a measured body tilt angle deviation value θbe_x_s (= θb_x_s−θb_x_obj) around the Y axis, and subtracts θb_y_obj from θb_y_s to obtain X A base body tilt angle deviation measurement value θbe_y_s (= θb_y_s−θb_y_obj) in the direction around the axis is calculated.

  The process of the deviation calculation unit 70 may be performed before the vehicle control calculation process of step S9. For example, you may perform the process of the deviation calculating part 70 in the process of the said step S5 or 7.

  The center-of-gravity velocity calculation unit 72 receives the current value of the base body tilt angular velocity measurement value θbdot_xy_s (θbdot_x_s and θbdot_y_s) calculated in step S2 and the previous value ωw_xy_cmd_p (ωw_x_cmd_p and ωw_y_cmd_p) of the virtual wheel speed command ωw_xy_cmd. Is input from the delay element 84. Then, the center-of-gravity speed calculation unit 72 calculates the center-of-gravity speed estimated values Vb_xy_s (Vb_x_s and Vb_y_s) from these input values using a predetermined arithmetic expression based on the inverted pendulum model.

Specifically, the center-of-gravity velocity calculation unit 72 calculates Vb_x_s and Vb_y_s by the following equations 05x and 05y, respectively.
Vb_x_s = Rw_x · ωw_x_cmd_p + h_x · θbdot_x_s ...... 05x
Vb_y_s = Rw_y · ωw_y_cmd_p + h_y · θbdot_y_s …… 05y

  In these expressions 05x and 05y, Rw_x and Rw_y are the respective radii of the virtual wheels 62_x and 62_y as described above, and these values are predetermined values set in advance. H_x and h_y are the heights of the mass points 60_x and 60_y of the inverted pendulum model, respectively. In this case, the height of the vehicle system center-of-gravity point is maintained substantially constant. Therefore, predetermined values set in advance are used as the values of h_x and h_y, respectively. Supplementally, the heights h_x and h_y are included in the constant parameters whose values are set in step S6 or 8.

  The first term on the right side of the formula 05x is the moving speed in the X-axis direction of the virtual wheel 62_x corresponding to the previous value ωw_x_cmd_p of the speed command of the virtual wheel 62_x, and this moving speed is the X-axis direction of the wheel body 5 This corresponds to the current value of the actual movement speed. Further, the second term on the right side of the expression 05x is the movement speed in the X-axis direction of the vehicle system center-of-gravity point caused by the base body 9 tilting at the inclination angular velocity of θbdot_x_s around the Y axis (relative to the wheel body 5). This is equivalent to the current value of the movement speed. The same applies to Formula 05y.

  Note that a set of measured values (current values) of the respective rotational angular velocities of the electric motors 31R and 31L measured based on the outputs of the rotary encoders 56R and 56L becomes a set of rotational angular velocities of the virtual wheels 62_x and 62_y. The rotational angular velocities may be converted and used in place of ωw_x_cmd_p and ωw_y_cmd_p in equations 05x and 05y. However, it is advantageous to use the target values ωw_x_cmd_p and ωw_y_cmd_p in order to eliminate the influence of noise included in the measured value of the rotational angular velocity.

  Next, the control unit 50 executes the processing of the required center-of-gravity velocity generation unit 74 and the processing of the gain adjustment unit 78. In this case, the center-of-gravity speed estimation value Vb_xy_s (Vb_x_s and Vb_y_s) calculated by the center-of-gravity speed calculation unit 72 as described above is input to the required center-of-gravity speed generation unit 74 and the gain adjustment unit 78, respectively.

  The required center-of-gravity speed generation unit 74, as will be described in detail later, when the operation mode of the vehicle 1 is the boarding mode, the requested center-of-gravity speed V_xy_aim is based on the input center-of-gravity speed estimated value Vb_xy_s (Vb_x_s and Vb_y_s). (V_x_aim, V_y_aim) is determined. When the operation mode of the vehicle 1 is the self-supporting mode, the required center-of-gravity speed generation unit 74 sets both the required center-of-gravity speeds V_x_aim and V_y_aim to “0”.

  Further, the gain adjustment unit 78 determines the gain adjustment parameter Kr_xy (Kr_x and Kr_y) based on the input center-of-gravity velocity estimated value Vb_xy_s (Vb_x_s and Vb_y_s).

  The processing of the gain adjusting unit 78 will be described below with reference to FIGS.

  As shown in FIG. 10, the gain adjustment unit 78 inputs the input center-of-gravity velocity estimated values Vb_x_s and Vb_y_s to the limit processing unit 86. In the limit processing unit 86, output values Vw_x_lim1 and Vw_y_lim1 are generated by appropriately adding limits corresponding to the allowable ranges of the rotational angular velocities of the electric motors 31R and 31L to the gravity center speed estimated values Vb_x_s and Vb_y_s. The output value Vw_x_lim1 has a meaning after limiting the moving speed Vw_x in the X-axis direction of the virtual wheel 62_x, and the output value Vw_y_lim1 has a meaning as a value after limiting the moving speed Vw_y in the Y-axis direction of the virtual wheel 62_y. .

  The processing of the limit processing unit 86 will be described in more detail with reference to FIG. Note that the reference numerals with parentheses in FIG. 11 indicate processing of the limit processing unit 100 of the gravity center speed limiting unit 76 described later, and may be ignored in the description of the processing of the limit processing unit 86.

  First, the limit processing unit 86 inputs the center-of-gravity velocity estimated values Vb_x_s and Vb_y_s to the processing units 86a_x and 86a_y, respectively. The processing unit 86a_x divides Vb_x_s by the radius Rw_x of the virtual wheel 62_x to calculate the rotational angular velocity ωw_x_s of the virtual wheel 62_x when it is assumed that the moving speed in the X-axis direction of the virtual wheel 62_x matches Vb_x_s. . Similarly, the processing unit 86a_y calculates the rotational angular velocity ωw_y_s (= Vb_y_s / Rw_y) of the virtual wheel 62_y when it is assumed that the moving speed of the virtual wheel 62_y in the Y-axis direction matches Vb_y_s.

  Next, the limit processing unit 86 converts the set of ωw_x_s and ωw_y_s into a set of the rotation angular velocity ω_R_s of the electric motor 31R and the rotation angular velocity ω_L_s of the electric motor 31L by the XY-RL conversion unit 86b.

  This conversion is performed by solving the simultaneous equations obtained by replacing ωw_x, ωw_y, ω_R, and ω_L in the equations 01a and 01b with ωw_x_s, ωw_y_s, ω_R_s, and ω_L_s, respectively, with ω_R_s and ω_L_s as unknowns.

  Next, the limit processing unit 86 inputs the output values ω_R_s and ω_L_s of the XY-RL conversion unit 86b to the limiters 86c_R and 86c_L, respectively. At this time, if the limiter 86c_R is within the allowable range for the right motor having a predetermined upper limit value (> 0) and lower limit value (<0), the limiter 86c_R keeps ω_R_s as it is. Output as output value ω_R_lim1. Further, when ω_R_s deviates from the right motor allowable range, the limiter 86c_R outputs the boundary value closer to ω_R_s between the upper limit value and the lower limit value of the right motor allowable range as the output value ω_R_lim1. Output as. As a result, the output value ω_R_lim1 of the limiter 86c_R is limited to a value within the allowable range for the right motor.

  Similarly, when the limiter 86c_L is within the allowable range for the left motor having a predetermined upper limit value (> 0) and lower limit value (<0), the limiter 86c_L keeps ω_L_s as it is. Output as output value ω_L_lim1. Further, when ω_L_s deviates from the left motor allowable range, the limiter 86c_L outputs the boundary value closer to ω_L_s between the upper limit value and the lower limit value of the left motor allowable range as the output value ω_L_lim1. Output as. As a result, the output value ω_L_lim1 of the limiter 86c_L is limited to a value within the left motor allowable range.

  The allowable range for the right motor is set so that the rotational angular velocity (absolute value) of the right electric motor 31R does not become too high, and in turn prevents the maximum value of torque that can be output by the electric motor 31R from decreasing. Tolerance. The same applies to the allowable range for the left motor.

  Next, the limit processing unit 86 converts the pair of output values ω_R_lim1 and ω_L_lim1 of the limiters 86c_R and 86c_L into a pair of rotational angular velocities ωw_x_lim1 and ωw_y_lim1 of the virtual wheels 62_x and 62_y by the RL-XY conversion unit 86d. .

  This conversion is a reverse conversion process of the conversion process of the XY-RL conversion unit 86b. This processing is performed by solving simultaneous equations obtained by replacing ωw_x, ωw_y, ω_R, and ω_L in the equations 01a and 01b with ωw_x_lim1, ωw_y_lim1, ω_R_lim1, and ω_L_lim1 as ωw_x_lim1 and ωw_y_lim1.

  Next, the limit processing unit 86 inputs the output values ωw_x_lim1 and ωw_y_lim1 of the RL-XY conversion unit 86d to the processing units 86e_x and 86e_y, respectively. The processing unit 86e_x converts ωw_x_lim1 into the moving speed Vw_x_lim1 of the virtual wheel 62_x by multiplying ωw_x_lim1 by the radius Rw_x of the virtual wheel 62_x. Similarly, the processor 86e_y converts ωw_y_lim1 into the moving speed Vw_y_lim1 (= ωw_y_lim1 · Rw_y) of the virtual wheel 62_y.

  It is assumed that the movement speed Vw_x of the virtual wheel 62_x in the X-axis direction and the movement speed Vw_y of the virtual wheel 62_y in the Y-axis direction are made to coincide with the center-of-gravity speed estimated values Vb_x_s and Vb_y_s, respectively, by the above processing of the limit processing unit 86. In other words (in other words, assuming that the moving speed in the X-axis direction and the moving speed in the Y-axis direction of the wheel body 5 are respectively matched with Vb_x_s and Vb_y_s), it is necessary to realize those moving speeds. When the rotational angular velocities ω_R_s and ω_L_s of the electric motors 31R and 31L are both within the allowable range, a set of output values Vw_x_lim1 and Vw_y_lim1 that respectively match Vb_x_s and Vb_y_s is obtained from the limit processing unit 86. Is output.

  On the other hand, when both or one of the rotational angular velocities ω_R_s and ω_L_s of the electric motors 31R and 31L deviate from the allowable range, both or one of the rotational angular velocities is forcibly limited within the allowable range. Thus, the limit processing unit 86 outputs a set of movement speeds Vw_x_lim1 and Vw_y_lim1 in the X-axis direction and the Y-axis direction corresponding to the set of rotational angular velocities ω_R_lim1 and ω_L_lim1 of the electric motors 31R and 31L after the limitation.

  Therefore, the limit processing unit 86 can make the rotation angular velocities of the electric motors 31R and 31L corresponding to the set of the output values Vw_x_lim1 and Vw_y_lim1 not to deviate from the permissible range under the necessary conditions. As long as the output values Vw_x_lim1 and Vw_y_lim1 coincide with Vb_x_s and Vb_y_s, a set of output values Vw_x_lim1 and Vw_y_lim1 is generated.

  Returning to the description of FIG. 10, the gain adjustment unit 78 next executes the processing of the calculation units 88_x and 88_y. The calculation unit 88_x receives the estimated center-of-gravity velocity value Vb_x_s in the X-axis direction and the output value Vw_x_lim1 of the limit processing unit 86. Then, the calculation unit 88_x calculates and outputs a value Vover_x obtained by subtracting Vb_x_s from Vw_x_lim1. Further, the Y-axis direction center of gravity velocity estimated value Vb_y_s and the output value Vw_y_lim1 of the limit processing unit 86 are input to the arithmetic unit 88_y. The computing unit 88_y calculates and outputs a value Vover_y obtained by subtracting Vb_y_s from Vw_y_lim1.

  In this case, when the output values Vw_x_lim1 and Vw_y_lim1 are not forcibly limited by the limit processing unit 86, Vw_x_lim1 = Vb_x_s and Vw_y_lim1 = Vb_y_s, and thus the output values Vover_x of the arithmetic units 88_x and 88_y, respectively. , Vover_y is “0”.

  On the other hand, when the output values Vw_x_lim1 and Vw_y_lim1 of the limit processing unit 86 are generated by forcibly limiting the input values Vb_x_s and Vb_y_s, the correction amount (= Vw_x_lim1−Vb_x_s) of Vw_x_lim1 from Vb_x_s , And Vw_y_lim1 are corrected from Vb_y_s (= Vw_y_lim1-Vb_y_s) from the arithmetic units 88_x and 88_y, respectively.

  Next, the gain adjustment unit 78 determines the gain adjustment parameter Kr_x by sequentially passing the output value Vover_x of the calculation unit 88_x through the processing units 90_x and 92_x. Further, the gain adjustment unit 78 determines the gain adjustment parameter Kr_y by sequentially passing the output value Vover_y of the calculation unit 88_y through the processing units 90_y and 92_y. The gain adjustment parameters Kr_x and Kr_y are both values in the range from “0” to “1”.

  The processing unit 90_x calculates and outputs the absolute value of the input Vover_x. Further, the processing unit 92_x generates Kr_x so that the output value Kr_x monotonously increases with respect to the input value | Vover_x | and has a saturation characteristic. The saturation characteristic is a characteristic in which the change amount of the output value with respect to the increase of the input value becomes “0” or approaches “0” when the input value increases to some extent.

  In this case, when the input value | Vover_x | is equal to or less than a predetermined value set in advance, the processing unit 92_x outputs a value obtained by multiplying the input value | Vover_x | by a proportional coefficient of the predetermined value as Kr_x. In addition, when the input value | Vover_x | is larger than a predetermined value, the processing unit 92_x outputs “1” as Kr_x. The proportional coefficient is set so that the product of | Vover_x | and the proportional coefficient is “1” when | Vover_x | matches a predetermined value.

  The processing of the processing units 90_y and 92_y is the same as the processing of the above-described processing units 90_x and 92_x, respectively.

  When the output values Vw_x_lim1 and Vw_y_lim1 are not forcibly limited by the limit processing unit 86 by the processing of the gain adjusting unit 78 described above, that is, in the X axis direction and the Y axis direction of the wheel body 5 respectively. Even if the electric motors 31R and 31L are operated so that the movement speeds Vw_x and Vw_y coincide with the center-of-gravity speed estimated values Vb_x_s and Vb_y_s, the respective rotational angular velocities of the electric motors 31R and 31L are within the allowable range. In this case, the gain adjustment parameters Kr_x and Kr_y are both determined to be “0”.

  On the other hand, when the output values Vw_x_lim1 and Vw_y_lim1 of the limit processing unit 86 are generated by forcibly limiting the input values Vb_x_s and Vb_y_s, that is, in the X axis direction and the Y axis direction of the wheel body 5 respectively. If the electric motors 31R and 31L are operated so that the moving speeds Vw_x and Vw_y coincide with the center-of-gravity speed estimated values Vb_x_s and Vb_y_s, respectively, the rotational angular speed of either of the electric motors 31R and 31L deviates from the allowable range. In the case (when the absolute value of one of the rotational angular velocities becomes too high), the gain adjustment parameters Kr_x and Kr_y are determined according to the absolute values of the correction amounts Vover_x and Vover_y, respectively. In this case, Kr_x is determined to have a larger value as the absolute value of the correction amount Vx_over increases with “1” as the upper limit. The same applies to Kr_y.

  Returning to the description of FIG. 9, the control unit 50 executes the processes of the center-of-gravity speed calculation unit 72 and the requested center-of-gravity speed generation unit 74 as described above, and then executes the processing of the center-of-gravity speed limiter 76.

  The center-of-gravity speed limiting unit 76 includes an estimated center-of-gravity speed value Vb_xy_s (Vb_x_s and Vb_y_s) calculated by the center-of-gravity speed calculation unit 72, and a requested center-of-gravity speed V_xy_aim (V_x_aim and V_y_aim) determined by the required center-of-gravity speed generation unit 74. Is entered. Then, the center-of-gravity speed limiter 76 uses these input values to determine the control target center-of-gravity speed V_xy_mdfd (V_x_mdfd and V_y_mdfd) by executing the processing shown in the block diagram of FIG.

  Specifically, the center-of-gravity speed limiting unit 76 first executes the processes of the steady deviation calculating units 94_x and 94_y.

  In this case, the steady-state deviation calculating unit 94_x receives the estimated center-of-gravity velocity value Vb_x_s in the X-axis direction and the previous value Vb_x_mdfd_p of the control target center-of-gravity velocity Vb_x_mdfd in the X-axis direction via the delay element 96_x. . The steady deviation calculating unit 94_x first inputs the input Vb_x_s to the proportional / differential compensation element (PD compensation element) 94a_x. The proportional / differential compensation element 94_x is a compensation element whose transfer function is represented by 1 + Kd · S, and is obtained by multiplying the input Vb_x_s and its differential value (time change rate) by a predetermined coefficient Kd. Add the value and output the result of the addition.

  Next, the steady deviation calculating unit 94_x calculates a value obtained by subtracting the input Vb_x_mdfd_p from the output value of the proportional / differential compensation element 94_x by the calculating unit 94b_x, and then outputs the output value of the calculating unit 94b_x to the phase compensation It inputs into the low-pass filter 94c_x which has a function. The low-pass filter 94c_x is a filter whose transfer function is represented by (1 + T2 · S) / (1 + T1 · S). The steady deviation calculating unit 94_x outputs the output value Vb_x_prd of the low-pass filter 94c_x.

  In addition, the steady-state deviation calculating unit 94_y receives the Y-axis centroid speed estimated value Vb_y_s and the previous value Vb_y_mdfd_p of the Y-axis control target centroid speed Vb_y_mdfd via the delay element 96_y.

  Then, similarly to the above-described steady deviation calculation unit 94_x, the steady deviation calculation unit 94_y sequentially executes the processing of the proportional / differential compensation element 94a_y, the calculation unit 94b_y, and the low-pass filter 94c_y, and outputs the output value Vb_y_prd of the low-pass filter 94c_y. To do.

  Here, the output value Vb_x_prd of the steady deviation calculating unit 94_x is based on the current motion state of the vehicle system center of gravity as viewed from the Y-axis direction (in other words, the motion state of the mass point 60_x of the inverted pendulum model as viewed from the Y-axis direction). It has a meaning as a steady deviation with respect to the control target center-of-gravity speed Vb_x_mdfd of the estimated predicted center-of-gravity speed estimated value in the X-axis direction. Similarly, the steady deviation calculating unit 94_y output value Vb_y_prd is estimated from the current motion state of the vehicle system center of gravity as viewed from the X-axis direction (in other words, the motion state of the mass point 60_y of the inverted pendulum model as viewed from the X-axis direction). The convergence predicted value of the estimated center-of-gravity speed value in the future Y-axis direction has a meaning as a steady deviation with respect to the control target center-of-gravity speed Vb_y_mdfd. Hereinafter, the respective output values Vb_x_prd and Vb_y_prd of the steady deviation calculation units 94_x and 94_y are referred to as center-of-gravity velocity steady deviation prediction values.

  The center-of-gravity speed limiter 76 executes the processes of the steady-state deviation calculators 94_x and 94_y as described above, and then adds the requested center-of-gravity speed Vb_x_aim to the output value Vb_x_prd of the steady-state deviation calculator 94_x and the steady-state deviation calculator 94_y. Processing for adding the requested center-of-gravity velocity Vb_y_aim to the output value Vb_y_prd is executed by the calculation units 98_x and 98_y, respectively.

  Therefore, the output value Vb_x_t of the calculation unit 98_x is a speed obtained by adding the required center-of-gravity speed Vb_x_aim in the X-axis direction to the center-of-gravity speed steady-state deviation predicted value Vb_x_prd in the X-axis direction. Similarly, the output value Vb_y_t of the calculation unit 98_y is a speed obtained by adding the requested center-of-gravity speed Vb_y_aim in the Y-axis direction to the center-of-gravity speed steady-state deviation predicted value Vb_y_prd in the Y-axis direction.

  Note that, when the required center-of-gravity velocity Vb_x_aim in the X-axis direction is “0”, such as when the operation mode of the vehicle 1 is the self-sustaining mode, the calculation unit 98_x Output value Vb_x_t. Similarly, when the required center-of-gravity speed Vb_y_aim in the Y-axis direction is “0”, the predicted center-of-gravity speed deviation deviation value Vb_y_prd in the Y-axis direction is directly used as the output value Vb_y_t of the calculation unit 98_y.

  Next, the center-of-gravity speed limiting unit 76 inputs the output values Vb_x_t and Vb_y_t of the calculation units 98_x and 98_y to the limit processing unit 100, respectively. The processing of the limit processing unit 100 is the same as the processing of the limit processing unit 86 of the gain adjustment unit 78 described above. In this case, only the input value and the output value of each processing unit of the limit processing unit 100 are different from the limit processing unit 86, as indicated by reference numerals in parentheses in FIG.

  Specifically, in the limit processing unit 100, it is assumed that the moving speeds Vw_x and Vw_y of the virtual wheels 62_x and 62_y respectively match the Vb_x_t and Vb_y_t, respectively. ωw_y_t is calculated by the processing units 86a_x and 86a_y, respectively. Then, a set of the rotational angular velocities ωw_x_t and ωw_y_t is converted into a set of rotational angular velocities ω_R_t and ω_L_t of the electric motors 31R and 31L by the XY-RL converter 86b.

  Further, these rotational angular velocities ω_R_t and ω_L_t are limited by the limiters 86c_R and 86c_L to values within the allowable range for the right motor and values within the allowable range for the left motor, respectively. Then, the values ω_R_lim2 and ω_L_lim2 after the restriction process are converted into the rotational angular velocities ωw_x_lim2 and ωw_y_lim2 of the virtual wheels 62_x and 62_y by the RL-XY conversion unit 86d.

  Next, the moving speeds Vw_x_lim2 and Vw_y_lim2 of the virtual wheels 62_x and 62_y corresponding to the rotational angular velocities ωw_x_lim2 and ωw_y_lim2 are calculated by the processing units 86e_x and 86e_y, respectively, and the moving speeds Vw_x_lim2 and Vw_y_lim2 are output from the limit processing unit 100. The

  By the above processing of the limit processing unit 100, the limit processing unit 100, like the limit processing unit 86, has the rotational angular velocities of the electric motors 31R and 31L corresponding to the set of output values Vw_x_lim2 and Vw_y_lim2 deviate from the allowable range. It is an essential requirement that the output values Vw_x_lim2 and Vw_y_lim2 are generated so that the output values Vw_x_lim2 and Vw_y_lim2 coincide with Vb_x_t and Vb_y_t, respectively, as much as possible under the necessary conditions.

  Note that the permissible ranges for the right motor and the left motor in the limit processing unit 100 need not be the same as the permissible ranges in the limit processing unit 86, and may be set to different permissible ranges.

  Returning to the description of FIG. 12, the center-of-gravity speed limiting unit 76 next calculates the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd by executing the processing of the calculation units 102_x and 102_y, respectively. In this case, the calculation unit 102_x calculates a value obtained by subtracting the X-axis direction center-of-gravity velocity steady deviation predicted value Vb_x_prd from the output value Vw_x_lim2 of the limit processing unit 100 as the control target center-of-gravity velocity Vb_x_mdfd. Similarly, the calculation unit 102_y calculates a value obtained by subtracting the Y-axis direction center-of-gravity velocity steady-state deviation predicted value Vb_y_prd from the output value Vw_y_lim2 of the limit processing unit 100 as the Y-axis direction control center-of-gravity velocity Vb_y_mdfd.

  The control target center-of-gravity velocities Vb_x_mdfd and Vb_y_mdfd determined as described above are obtained when the output values V_x_lim2 and V_y_lim2 in the limit processing unit 100 are not forcibly limited, that is, in the X-axis direction of the wheel body 5. Even if the electric motors 31R and 31L are operated so that the respective movement speeds in the Y-axis direction coincide with the output value Vb_x_t of the calculation unit 98_x and the output value Vb_y_t of the calculation unit 98_y, respectively. When the respective rotation angular velocities fall within the allowable range, the required center-of-gravity speeds Vb_x_aim and Vb_y_aim are determined as control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively.

  In this case, if the required center-of-gravity speed Vb_x_aim in the X-axis direction is “0”, the control target center-of-gravity speed Vb_x_mdfd in the X-axis direction is also “0”, and the required center-of-gravity speed Vb_y_aim in the Y-axis direction is “0”. If there is, the control target center-of-gravity velocity Vb_y_mdfd in the Y-axis direction is also “0”.

  On the other hand, when the output values Vw_x_lim2 and Vw_y_lim2 of the limit processing unit 100 are generated by forcibly limiting the input values Vb_x_t and Vb_y_t, that is, the X axis direction and the Y axis direction of the wheel body 5 respectively. When the electric motors 31R and 31L are operated so that the moving speeds coincide with the output value Vb_x_t of the calculation unit 98_x and the output value Vb_y_t of the calculation unit 98_y, the rotational angular speed of either of the electric motors 31R and 31L is allowed. When the value deviates from the range (when the absolute value of one of the rotational angular velocities becomes too high), the correction amount (= Vw_x_lim2) from the input value Vb_x_t of the output value Vw_x_lim2 of the limit processing unit 100 in the X-axis direction. A value obtained by correcting the required center-of-gravity speed Vb_x_aim by (−Vb_x_t) (a value obtained by adding the correction amount to Vb_x_aim) is determined as the control center-of-gravity speed Vb_x_mdfd in the X-axis direction. The

  For the Y-axis direction, a value obtained by correcting the requested center-of-gravity velocity Vb_y_aim by the correction amount (= Vw_y_lim2-Vb_y_t) from the input value Vb_y_t of the output value Vw_y_lim2 of the limit processing unit 100 (the correction amount is added to Vb_y_aim) Is determined as the control target center-of-gravity velocity Vb_y_mdfd in the Y-axis direction.

  In this case, for example, regarding the speed in the X-axis direction, if the requested center-of-gravity speed Vb_x_aim is not “0”, the control target center-of-gravity speed Vb_x_mdfd is closer to “0” than the requested center-of-gravity speed Vb_x_aim or The speed is opposite to the speed Vb_x_aim. When the requested center-of-gravity speed Vb_x_aim is “0”, the control target center-of-gravity speed Vb_x_mdfd is a speed opposite to the X-axis center of gravity speed steady deviation predicted value Vb_x_prd output by the steady deviation calculator 94_x. . The same applies to the velocity in the Y-axis direction.

  The above is the process of the gravity center speed limiting unit 76.

  Returning to the description of FIG. 9, the control unit 50 executes the processes of the center-of-gravity speed calculation unit 72, the center-of-gravity speed limit unit 76, the gain adjustment unit 78, and the deviation calculation unit 70 as described above, and then performs posture control. The processing of the calculation unit 80 is executed.

  The processing of the attitude control calculation unit 80 will be described below with reference to FIG. In FIG. 13, reference numerals without parentheses are reference numerals related to processing for determining the virtual wheel rotation angular velocity command ωw_x_com that is a target value of the rotation angular velocity of the virtual wheel 62_x rotating in the X-axis direction. The reference numerals with parentheses are reference numerals related to the process of determining the virtual wheel rotational angular velocity command ωw_y_com that is the target value of the rotational angular velocity of the virtual wheel 62_y that rotates in the Y-axis direction.

  The posture control calculation unit 80 includes the base body tilt angle deviation measurement value θbe_xy_s calculated by the deviation calculation unit 70, the base body tilt angular velocity measurement value θbdot_xy_s calculated in step S2, and the center of gravity calculated by the center of gravity speed calculation unit 72. The estimated speed value Vb_xy_s, the target center-of-gravity speed Vb_xy_cmd calculated by the center-of-gravity speed limiting unit 76, and the gain adjustment parameter Kr_xy calculated by the gain adjustment unit 78 are input.

The attitude control calculation unit 80 first calculates a virtual wheel rotation angular acceleration command ωdotw_xy_com by using the following expressions 07x and 07y using these input values.
ωwdot_x_cmd = K1_x ・ θbe_x_s + K2_x ・ θbdot_x_s
+ K3_x ・ (Vb_x_s−Vb_x_mdfd) ...... Formula 07x
ωwdot_y_cmd = K1_y ・ θbe_y_s + K2_y ・ θbdot_y_s
+ K3_y · (Vb_y_s−Vb_y_mdfd) ...... Formula 07y

  Therefore, the virtual wheel rotation angular acceleration as an operation amount (control input) for controlling the motion of the mass point 60_x of the inverted pendulum model viewed from the Y-axis direction (and hence the motion of the center of gravity of the vehicle system viewed from the Y-axis direction). Virtual wheel rotation as an operation amount (control input) for controlling the command ωdotw_x_com and the motion of the mass point 60_y of the inverted pendulum model as viewed from the X-axis direction (and hence the motion of the vehicle system center of gravity as viewed from the X-axis direction) The angular acceleration command ωdotw_y_com is determined by adding three manipulated variable components (three terms on the right side of equations 07x and 07y).

  In this case, the gain coefficients K1_x, K2_x, K3_x related to each manipulated variable component in the expression 07x are variably set according to the gain adjustment parameter Kr_x, and the gain coefficients K1_y, K2_y, K3_y related to each manipulated variable component in the expression 07y. Is variably set according to the gain adjustment parameter Kr_y. Hereinafter, the gain coefficients K1_x, K2_x, and K3_x in Expression 07x may be referred to as a first gain coefficient K1_x, a second gain coefficient K2_x, and a third gain coefficient K3_x, respectively. The same applies to the gain coefficients K1_y, K2_y, and K3_y in Expression 07y.

The i-th gain coefficient Ki_x (i = 1, 2, 3) in Expression 07x and the i-th gain coefficient Ki_y (i = 1, 2, 3) in Expression 07y are as follows. It is determined according to the gain adjustment parameters Kr_x and Kr_y by the equations 09x and 09y.
Ki_x = (1−Kr_x) · Ki_a_x + Kr_x · Ki_b_x ...... Expression 09x
Ki_y = (1−Kr_y) · Ki_a_y + Kr_y · Ki_b_y ...... Equation 09y
Where (i = 1, 2, 3)

  Here, Ki_a_x and Ki_b_x in Expression 09x are preliminarily set as the gain coefficient value on the minimum side (side closer to “0”) and the gain coefficient value on the maximum side (side away from “0”) of the i-th gain coefficient Ki_x, respectively. It is a set constant value. The same applies to Ki_a_y and Ki_b_y in Expression 09y.

  Accordingly, each i-th gain coefficient Ki_x (i = 1, 2, 3) used in the calculation of Expression 07x is determined as a weighted average value of the corresponding constant values Ki_a_x and Ki_b_x. In this case, the weights applied to Ki_a_x and Ki_b_x are changed according to the gain adjustment parameter Kr_x. Therefore, when Kr_x = 0, Ki_x = Ki_a_x, and when Kr_x = 1, Ki_x = Ki_b_x. As Kr_x approaches “1” from “0”, the i-th gain coefficient Ki_x approaches Ki_b_x from Ki_a_x.

  Similarly, each i-th gain coefficient Ki_y (i = 1, 2, 3) used for the calculation of Expression 07y is determined as a weighted average value of the corresponding constant values Ki_a_y and Ki_b_y. In this case, the weights applied to Ki_a_y and Ki_b_y are changed according to the gain adjustment parameter Kr_y. Therefore, as in the case of Ki_x, as the value of Kr_y changes between “0” and “1”, the value of the i-th gain coefficient Ki_y changes between Ki_a_y and Ki_b_y.

  Supplementally, the constant values Ki_a_x, Ki_b_x and Ki_a_y, Ki_b_y (i = 1, 2, 3) are included in the constant parameters whose values are set in step S6 or 8.

  The attitude control calculation unit 80 calculates the expression 07x using the first to third gain coefficients K1_x, K2_x, and K3_x determined as described above, so that the virtual wheel related to the virtual wheel 62_x that rotates in the X-axis direction. Rotational angular acceleration command ωwdot_x_cmd is calculated.

  In more detail, with reference to FIG. 13, the posture control calculation unit 80 sets the manipulated variable component u1_x obtained by multiplying the base body tilt angle deviation measured value θbe_x_s by the first gain coefficient K1_x and the base body tilt angular velocity measured value θbdot_x_s. The operation amount component u2_x obtained by multiplying the two gain coefficients K2_x is calculated by the processing units 80a and 80b, respectively. Further, the attitude control calculation unit 80 calculates a deviation (= Vb_x_s−Vb_x_mdfd) between the estimated center-of-gravity velocity value Vb_x_s and the control target center-of-gravity velocity Vb_x_mdfd by the calculation unit 80d, and multiplies this deviation by the third gain coefficient K3_x. The manipulated variable component u3_x is calculated by the processing unit 80c. Then, the posture control calculation unit 80 calculates the virtual wheel rotation angular acceleration command ωwdot_x_com by adding these manipulated variable components u1_x, u2_x, u3_x in the calculation unit 80e.

  Similarly, the posture control calculation unit 80 calculates the expression 07y using the first to third gain coefficients K1_y, K2_y, and K3_y determined as described above, so that the virtual wheel 62_y that rotates in the Y-axis direction is obtained. The related virtual wheel rotation angular acceleration command ωwdot_y_cmd is calculated.

  In this case, the posture control calculation unit 80 multiplies the operation amount component u1_y obtained by multiplying the base body tilt angle deviation measurement value θbe_y_s by the first gain coefficient K1_y and the base body tilt angular velocity measurement value θbdot_y_s by the second gain coefficient K2_y. The operation amount component u2_y is calculated by the processing units 80a and 80b, respectively. Further, the attitude control calculation unit 80 calculates a deviation (= Vb_y_s−Vb_y_mdfd) between the center-of-gravity velocity estimated value Vb_y_s and the control target center-of-gravity velocity Vb_y_mdfd by the calculation unit 80d, and multiplies this deviation by the third gain coefficient K3_y. The manipulated variable component u3_y is calculated by the processing unit 80c. Then, the attitude control calculation unit 80 calculates the virtual wheel rotation angular acceleration command ωwdot_x_com by adding these manipulated variable components u1_y, u2_y, u3_y in the calculation unit 80e.

  Here, the first term (= first manipulated variable component u1_x) and the second term (= second manipulated variable component u2_x) on the right side of the expression 07x are the measured values of the base body tilt angle deviation θbe_x_s in the direction around the Y axis. It has a meaning as a feedback manipulated variable component for converging to “0” (converging the base body tilt angle measurement value θb_x_s to the target value θb_x_obj) by the PD law (proportional / differential law) as a feedback control law.

  The third term (= third manipulated variable component u3_x) on the right side of Expression 07x converges the deviation between the center of gravity speed estimated value Vb_x_s and the target center of gravity speed Vb_x_mdfd to “0” by a proportional law as a feedback control law ( It has a meaning as a feedback manipulated variable component for converging Vb_x_s to Vb_x_mdfd).

  The same applies to the first to third terms (first to third manipulated variable components u1_y, u2_y, u3_y) on the right side of Expression 07y.

  The attitude control calculation unit 80 calculates the virtual wheel rotation angular acceleration commands ωwdot_x_com and ωwdot_y_com as described above, and then integrates the ωwdot_x_com and ωwdot_y_com with the integrator 80f, respectively. ωw_x_com and ωw_y_com are determined.

The above is the details of the processing of the attitude control calculation unit 80.
Supplementally, the third term on the right side of the expression 07x is hypothesized by an expression that is separated into an operation amount component (= K3_x · Vb_x_s) according to Vb_x_s and an operation amount component (= −K3_x · Vb_x_mdfd) according to Vb_x_mdfd. The wheel rotation angular acceleration command ωdotw_x_com may be calculated. Similarly, the third term on the right side of Expression 07y is divided into an operation amount component (= K3_y · Vb_y_s) according to Vb_y_s and an operation amount component (= −K3_y · Vb_y_mdfd) according to Vb_y_mdfd, The wheel rotation angular acceleration command ωdotw_y_com may be calculated.

  Further, in the inverted pendulum type vehicle 1, the rotational angular acceleration commands ωw_x_cmd and ωw_y_cmd of the virtual wheels 62_x and 62_y are used as the operation amount (control input) for controlling the behavior of the vehicle system center of gravity. , Driving torque of the virtual wheels 62_x, 62_y, or a translational force obtained by multiplying the driving torque by the radii Rw_x, Rw_y of the virtual wheels 62_x, 62_y (that is, frictional forces between the virtual wheels 62_x, 62_y and the floor surface). May be used as the operation amount.

  Returning to the description of FIG. 9, the control unit 50 next inputs the virtual wheel rotational speed commands ωw_x_com and ωw_y_com determined by the attitude control calculation unit 80 as described above to the motor command calculation unit 82, and the motor command calculation unit By executing the process 82, the speed command ω_R_com of the electric motor 31R and the speed command ω_L_com of the electric motor 31L are determined. The processing of the motor command calculation unit 82 is the same as the processing of the XY-RL conversion unit 86b of the limit processing unit 86 (see FIG. 11).

  Specifically, the motor command calculation unit 82 replaces ωw_x, ωw_y, ω_R, and ω_L in the equations 01a and 01b with ωw_x_com, ωw_y_com, ω_R_cmd, and ω_L_cmd, respectively, and sets ω_R_cmd and ω_L_cmd as unknowns. By solving, the speed commands ω_R_com and ω_L_com of the electric motors 31R and 31L are determined.

  Thus, the vehicle control calculation process in step S9 is completed.

  As described above, the control unit 50 executes the control calculation process, so that the attitude of the base body 9 basically has the base body tilt angle deviation measured value θbe_x_s in any of the operation modes of the boarding mode and the independent mode. , Θbe_y_s so as to maintain a posture where both are “0” (hereinafter, this posture is referred to as a basic posture), in other words, the vehicle system center-of-gravity point (vehicle / occupant overall center of gravity point or vehicle individual center-of-gravity point) The virtual wheel rotation angular acceleration command ωdotw_xy_com as the operation amount (control input) is determined so that the position is maintained almost directly above the ground contact surface of the wheel body 5. More specifically, the virtual wheel rotation is performed so that the center-of-gravity speed estimated value Vb_xy_s as the estimated value of the moving speed of the vehicle system center-of-gravity point converges to the control target center-of-gravity speed Vb_xy_mdfd while keeping the attitude of the base body 9 in the basic attitude. An angular acceleration command ωdotw_xy_com is determined. Note that the control target center-of-gravity velocity Vb_xy_mdfd is normally “0” (specifically, unless the passenger or the like gives additional propulsive force of the vehicle 1 in the boarding mode). In this case, the virtual wheel rotation angular acceleration command ωdotw_xy_com is determined so that the center of gravity of the vehicle system is almost stationary while maintaining the posture of the base body 9 in the basic posture.

  Then, the rotational angular velocities of the electric motors 31R and 31L obtained by converting the virtual wheel rotational angular velocity command ωw_xy_com obtained by integrating the components of ωdotw_xy_com are determined as the speed commands ω_R_cmd and ω_L_cmd of the electric motors 31R and 31L. Further, the rotational speeds of the electric motors 31R and 31L are controlled according to the speed commands ω_R_cmd and ω_L_cmd. As a result, the moving speeds of the wheel body 5 in the X-axis direction and the Y-axis direction are controlled so as to coincide with the moving speed of the virtual wheel 62_x corresponding to ωw_x_com and the moving speed of the virtual wheel 62_y corresponding to ωw_y_com, respectively. The

  For this reason, for example, if the actual base body tilt angle θb_x shifts forward from the target value θb_x_obj in the direction around the Y axis, the wheel body 5 is adjusted to eliminate the shift (to converge θbe_x_s to “0”). Move forward. Similarly, when the actual θb_x shifts backward from the target value θb_x_obj, the wheel body 5 moves rearward in order to eliminate the shift (to converge θbe_x_s to “0”).

  Further, for example, when the actual base body tilt angle θb_y shifts to the right tilt side from the target value θb_y_obj in the direction around the X axis, the wheel body 5 faces right to eliminate the shift (to converge θbe_y_s to “0”). Move to. Similarly, when the actual θb_y shifts to the left tilt side from the target value θb_y_obj, the wheel body 5 moves to the left in order to eliminate the shift (to converge θbe_y_s to “0”).

  Further, when both the actual base body tilt angles θb_x and θb_y deviate from the target values θb_x_obj and θb_y_obj, respectively, in order to eliminate the shift operation of the wheel body 5 to eliminate the shift of θb_x and the shift of θb_y. And the horizontal movement of the wheel body 5 are combined, and the wheel body 5 moves in the X-axis direction and the Y-axis direction (direction inclined with respect to both the X-axis direction and the Y-axis direction). It becomes.

  Thus, when the base body 9 is tilted from the basic posture, the wheel body 5 moves toward the tilted side. Therefore, for example, in the boarding mode, when the occupant intentionally tilts the upper body, the wheel body 5 moves to the tilted side.

  When the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd are “0”, the movement of the wheel body 5 almost stops when the posture of the base body 9 converges to the basic posture. Further, for example, if the inclination angle θb_x in the direction around the Y axis of the base body 9 is maintained at a constant angle inclined from the basic posture, the moving speed of the wheel body 5 in the X axis direction is a constant moving speed ( The target center-of-gravity speed Vb_x_mdfd and the movement speed having a constant steady deviation are converged. The same applies to the case where the inclination angle θb_y of the base 9 in the direction around the X axis is maintained at a constant angle inclined from the basic posture.

  Further, for example, in a situation where both the required center-of-gravity speeds Vb_x_aim and Vb_y_aim generated by the required center-of-gravity speed generation unit 74 are “0”, the tilt amount of the base body 9 from the basic posture (base tilt angle deviation measurement) The values θbe_x_s and θbe_y_s) are relatively large, and are eliminated or one or both of the moving speeds of the wheel body 5 in the X-axis direction and the Y-axis direction necessary to maintain the inclination amount (the moving speeds thereof) (Corresponding to the center-of-gravity velocity steady deviation predicted values Vb_x_prd and Vb_y_prd shown in FIG. 12, respectively)) In the situation where the moving speed is reached, the speeds that are opposite to the moving speed of the wheel body 5 (specifically, Vw_x_lim2-Vb_x_prd and Vw_y_lim2-Vb_y_prd) are the control target center-of-gravity speed Vb_x_mdfd. , Vb_y_mdfd. Then, the operation amount components u3_x and u3_y among the operation amount components constituting the control input are determined so as to converge the center-of-gravity speed estimated values Vb_x_s and Vb_y_s to the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively. For this reason, it is prevented that the inclination amount of the base body 9 from the basic posture becomes excessive, and consequently, the rotational angular velocity of one or both of the electric motors 31R and 31L is prevented from becoming too high.

  Further, in the gain adjusting unit 78, one or both of the center-of-gravity velocity estimated values Vb_x_s and Vb_y_s are increased, and as a result, it is necessary for eliminating the inclination of the base body 9 from the basic posture or maintaining the inclination amount. The moving speed of one or both of the X-axis direction and the Y-axis direction of the wheel body 5 may be an excessive moving speed that causes the rotational angular speed of one or both of the electric motors 31R and 31L to deviate from the allowable range. In some circumstances, as the deviation becomes more prominent (specifically, as the absolute values of Vover_x and Vover_y shown in FIG. 10 increase), one or both of the gain adjustment parameters Kr_x and Kr_y change from “0” to “1”. It can be approached.

  In this case, each i-th gain coefficient Ki_x (i = 1, 2, 3) calculated by the expression 09x is changed from the minimum constant value Ki_a_x to the maximum constant value Ki_b_x as Kr_x approaches “1”. Get closer. The same applies to each i-th gain coefficient Ki_y (i = 1, 2, 3) calculated by the expression 09y.

  As the absolute value of the gain coefficient increases, the sensitivity of the operation amount (virtual wheel rotation angular acceleration commands ωdotw_x_cmd, ωdotw_y_cmd) with respect to a change in the tilt of the base body 9 increases. Therefore, if the inclination amount of the base body 9 from the basic posture is increased, the moving speed of the wheel body 5 is controlled so as to quickly eliminate the inclination amount. Accordingly, it is strongly suppressed that the base body 9 is largely inclined from the basic posture, and consequently, the moving speed of one or both of the wheel body 5 in the X-axis direction and the Y-axis direction is the rotation of one or both of the electric motors 31R and 31L. It is possible to prevent an excessive movement speed that causes the angular speed to deviate from the allowable range.

  Further, in the boarding mode, the requested center-of-gravity speed generation unit 74 generates the requested center-of-gravity speeds Vb_x_aim and Vb_y_aim (the requested center-of-gravity speed where one or both of Vb_x_aim and Vb_y_aim are not “0”) in response to a request by a steering operation such as a passenger In this case, unless one or both of the electric motors 31R and 31L have a high rotational angular velocity that deviates from the allowable range (specifically, as long as Vw_x_lim2 and Vw_y_lim2 shown in FIG. 12 match Vb_x_t and Vb_y_t, respectively) ), The required center-of-gravity speeds Vb_x_aim and Vb_y_aim are determined as the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively. For this reason, the moving speed of the wheel body 5 is controlled so as to realize the required center-of-gravity speeds Vb_x_aim and Vb_y_aim (so that the actual center-of-gravity speed approaches the required center-of-gravity speeds Vb_x_aim and Vb_y_aim).

Next, details of the processing of the required center-of-gravity velocity generation unit 74, which will be described later, will be described.
When the operation mode of the vehicle 1 is the self-sustained mode, the required center-of-gravity speed generation unit 74 sets the required center-of-gravity speeds Vb_x_aim and Vb_y_aim to “0” as described above.

  On the other hand, when the operation mode of the vehicle 1 is the boarding mode, the requested center-of-gravity speed generation unit 74 performs the operation according to the operation of the vehicle 1 by the occupant or the like (the operation of adding a propulsive force to the vehicle 1) The required center-of-gravity speeds Vb_x_aim and Vb_y_aim estimated to be required are determined.

  Here, for example, when an occupant of the vehicle 1 tries to actively increase the moving speed of the vehicle 1 (the moving speed of the center of gravity of the vehicle system) when the vehicle 1 starts, etc. Thus, the vehicle 1 is subjected to kicking the floor, thereby applying to the vehicle 1 a propulsive force that increases the moving speed of the vehicle 1 (a propulsive force generated by the frictional force between the passenger's foot and the floor). Alternatively, for example, an external assistant or the like may add a propulsive force that increases the moving speed of the vehicle 1 in response to a request from an occupant of the vehicle 1.

  In such a case, the required center-of-gravity velocity generation unit 74 determines the vehicle based on the temporal change rate of the magnitude (absolute value) of the actual velocity vector (hereinafter referred to as the center-of-gravity velocity vector ↑ Vb) of the vehicle system center-of-gravity point. While determining whether or not an acceleration request as a request to increase the moving speed of 1 has occurred, in response to this, two required gravity center velocity vectors ↑ Vb_aim (required gravity center velocity Vb_x_aim, Vb_y_aim as two target values of ↑ Vb) The velocity vector as a component) is sequentially determined.

  The process is schematically described. When the acceleration request is generated, the requested gravity center velocity vector ↑ Vb_aim is increased so that the magnitude of the requested gravity center velocity vector ↑ Vb_aim is increased until the acceleration request is canceled. Is determined. When the acceleration request is resolved, the required center-of-gravity velocity vector ↑ Vb_aim is determined so as to attenuate the magnitude of the required center-of-gravity velocity vector ↑ Vb_aim stepwise. In this case, basically, the magnitude of the required center-of-gravity velocity vector ↑ Vb_aim is kept constant for a predetermined time period after the acceleration request is canceled. After that, the magnitude of the required center-of-gravity velocity vector ↑ Vb_aim is continuously attenuated to “0”. At the time of this attenuation, the direction of the required center-of-gravity velocity vector ↑ Vb_aim is brought closer to the X axis direction as appropriate.

  The required center-of-gravity velocity generation unit 74 that executes such processing will be described in detail below with reference to the flowcharts of FIGS.

  With reference to FIG. 14, the requested center-of-gravity velocity generation unit 74 first executes the process of step S <b> 21. In this process, the requested center-of-gravity speed generation unit 74 has an estimated center-of-gravity speed vector ↑ Vb_s that is a speed vector (observed value of the actual center-of-gravity speed vector ↑ Vb) having the input center-of-gravity speed estimated values Vb_x_s and Vb_y_s as two components. The rate of time change (differential value) DVb_s of the magnitude of || Vb_s | (| ↑ Vb_s | = sqrt (Vb_x_s2 + Vb_y_s2)) is calculated. This DVb_s has a meaning as an observed value (estimated value) of the temporal change rate of the magnitude of the actual center-of-gravity velocity vector ↑ Vb. Hereinafter, DVb_s is referred to as an estimated gravity center velocity absolute value change rate DVb_s. The sqrt () is a square root function.

  Further, in step S21, the requested center-of-gravity speed generation unit 74 calculates center-of-gravity acceleration estimated values Vbdot_x_s and Vvdot_y_s that are respective temporal change rates (differential values) of the input center-of-gravity speed estimated values Vb_x_s and Vb_y_s. A vector having two components of Vbdot_x_s and Vvdot_y_s means an observed value of an actual acceleration vector at the vehicle system center of gravity.

  Next, the process proceeds to step S22, and the requested center-of-gravity speed generation unit 74 determines which mode is the current calculation processing mode for calculating the requested center-of-gravity speed Vb_x_aim.

  Here, the requested center-of-gravity velocity generation unit 74 determines the basic value of the requested center-of-gravity velocity vector ↑ Vb_aim (hereinafter referred to as the basic requested center-of-gravity velocity vector ↑ Vb_aim1), and then determines the requested center-of-gravity velocity vector ↑ Vb_aim1 The requested center-of-gravity velocity vector ↑ Vb_aim is determined so as to follow the vector ↑ Vb_aim (in a constant manner).

  The arithmetic processing mode represents a type of how to determine the basic required center-of-gravity velocity vector ↑ Vb_aim1. As the calculation processing mode, there are three types of modes: a braking mode, a speed following mode, and a speed hold mode.

  The braking mode is a mode in which ↑ Vb_aim1 is determined so that the magnitude of the basic required center-of-gravity velocity vector ↑ Vb_aim1 is attenuated to “0” or held at “0”. The speed follow-up mode is a mode in which the basic required center-of-gravity speed vector ↑ Vb_aim1 is determined so as to follow (match or substantially match) the estimated center-of-gravity speed vector ↑ Vb_s. The speed hold mode is a mode for determining ↑ Vb_aim1 so as to keep the magnitude of the basic required center-of-gravity velocity vector ↑ Vb_aim1 constant.

  Note that the calculation processing mode (initial calculation processing mode) in a state in which the control unit 50 is initialized when the control unit 50 is started is a braking mode.

  The requested center-of-gravity speed generation unit 74 determines whether the current calculation processing mode is the braking mode, the speed follow-up mode, or the speed hold mode in step S22. The calculation process of step S24, the calculation process of step S24, and the calculation process of step S25 are executed to determine the basic required center-of-gravity velocity vector ↑ Vb_aim1.

Arithmetic processing corresponding to each of these modes is executed as follows.
The braking mode calculation process in step S23 is executed as shown in the flowchart of FIG. Specifically, the requested center-of-gravity velocity generation unit 74 firstly sets “DVb_s> DV1” and “DVb_s> DV1” with respect to the estimated center-of-gravity velocity absolute value change rate DVb_s calculated in step S21 and the center-of-gravity acceleration estimated values Vbdot_x_s and Vbdot_y_s. In step S23-1, it is determined whether or not the condition | Vbdot_x_s |> a1 * | Vbdot_y_s | This determination process is a process for determining whether or not there is an acceleration request for increasing the moving speed of the vehicle 1 in the general front-rear direction of the vehicle 1.

  The DV1 is a positive first threshold value DV1 (> 0) set in advance. And DVb_s> DV1 means a situation where the magnitude | ↑ Vb | of the actual center-of-gravity velocity vector ↑ Vb increases at a temporal change rate larger than the first threshold value DV1.

  The a1 is a positive coefficient value set in advance. And | Vbdot_x_s |> a1 * | Vbdot_y_s | means that the actual acceleration vector of the center of gravity of the vehicle system has a component in the X-axis direction that is not “0”, and the acceleration vector is in the X-axis direction. This means that the acute angle (= tan-1 (| Vbdot_y_s | / | Vbdot_x_s |) is closer to "0" than the predetermined angle (= tan-1 (1 / a1)). Then, a1 is set to, for example, “1” or a value close thereto.

  Accordingly, the situation in which the determination result in step S23-1 is affirmative is that a maneuvering operation (in the vehicle 1) is attempted to increase the magnitude of the center-of-gravity velocity vector ↑ Vb in the front-rear direction by an occupant or an external assistant. This is a situation in which a maneuvering operation that adds a propulsive force in a substantially longitudinal direction is being performed.

  When the determination result of step S23-1 is negative, that is, when there is no acceleration request for the vehicle 1 (a request for acceleration of the vehicle 1 in the general front-rear direction), the requested center-of-gravity velocity generation unit 74 then The determination process of step S23-4 is executed.

  In the determination process of step S23-4, the requested center-of-gravity velocity generation unit 74 determines that the estimated center-of-gravity velocity absolute value change rate DVb_s calculated in step S21 is greater than a preset negative third threshold DV3 (<0). Judge whether it is small or not. This determination process determines whether or not a deceleration request has been made for the occupant of the vehicle 1 to actively reduce the magnitude of the center-of-gravity velocity vector ↑ Vb. In this case, if the passenger of the vehicle 1 intentionally grounds his / her foot and generates a frictional force in the braking direction of the vehicle 1 between his / her foot and the floor, the determination result of step S23-4 Will be positive.

  And the required gravity center speed production | generation part 74 performs a 1st braking calculation process by step S23-5, when the judgment result of step S23-4 is negative (when the deceleration request | requirement has not generate | occur | produced). Therefore, the magnitude of the basic required center of gravity velocity vector ↑ Vb_aim1 | ↑ Vb_aim1 | (hereinafter referred to as the basic required center of gravity velocity vector absolute value | ↑ Vb_aim1 |) and the azimuth θvb_aim1 (hereinafter referred to as the basic required centroid velocity vector azimuth θvb_aim1) And the process of FIG. 15 is terminated. Further, when the determination result of step S23-4 is affirmative (when a deceleration request is generated), the requested center-of-gravity speed generation unit 74 executes the second braking calculation process in step S23-6, The basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | and the basic required center-of-gravity velocity vector azimuth angle θvb_aim1 are determined, and the processing in FIG. 15 ends.

  The basic required center-of-gravity velocity vector azimuth angle θvb_aim1 is defined as an angle (180 ° ≦ θVb_aim ≦ 180 °) that satisfies sin (θvb_aim1) = Vb_x_aim1 / | ↑ Vb_aim1 | The When | ↑ Vb_aim | = 0, it is assumed that θVb_aim = 0 °.

  The first braking calculation process of step S23-5 is executed as shown in the flowcharts of FIGS.

  In the first braking calculation process (when a deceleration request is generated), the requested center-of-gravity speed generation unit 74 firstly determines the previous value of the basic required center-of-gravity speed vector absolute value | ↑ Vb_aim1 | in step S23-5-1. A value obtained by decreasing by a predetermined positive value ΔVb1 set in advance from ↑ Vb_aim_p | is calculated as a candidate value ABS_Vb of | ↑ Vb_aim1 |. ΔVb1 is a set value that defines the amount of decrease in | ↑ Vb_aim1 | (and the temporal change rate of | ↑ Vb_aim1 |) for each control processing cycle.

  Next, in step S23-5-2, the requested center-of-gravity velocity generation unit 74 sets the larger value max (0, ABS_Vb) of the candidate value ABS_Vb and “0” as the current value of | ↑ Vb_aim1 |. Determine as. Therefore, when ABS_Vb ≧ 0, ABS_Vb is determined as it is as the current value of | ↑ Vb_aim1 |, and when ABS_Vb <0, the current value of | ↑ Vb_aim1 | is set to “0”.

  Next, the requested center-of-gravity velocity generation unit 74 determines in step S23-5-3 whether or not | ↑ Vb_aim1 | determined as described above is “0”. If this determination result is affirmative, the requested center-of-gravity velocity generation unit 74 next sets the current value of θvb_aim1 to 0 ° in step S23-5-4, and ends the processing of FIG.

  If the determination result of step S23-5-3 is negative, the requested center-of-gravity velocity generation unit 74 then sets the previous value θvb_aim1_p of θvb_aim1 to 0 by the processing from step S23-5-5. ° ≦ θvb_aim1_p ≦ θth1 +, θth1- ≦ θvb_aim1_p <0 °, θth2 + ≦ θvb_aim1_p ≦ 180 °, −180 ° ≦ θvb_aim1_p ≦ θth2-, θth1 + <θvb_aim1_p <θth2 +, any of θth2- <θvb_a Depending on whether or not, the current value of θvb_aim1 is determined.

  Here, θth1 + is a positive azimuth angle threshold preset with a value between 0 ° and 90 °, and θth1- is a negative azimuth preset with a value between 0 ° and −90 °. Angle threshold, θth2 + is a positive azimuth threshold preset with a value between 90 ° and 180 °, and θth2- is a negative negative preset with a value between -90 ° and -180 °. Azimuth angle threshold. In this example, the absolute values of θth1 + and θth1- are set to the same value (for example, 45 ° or an angle value in the vicinity thereof). The absolute values of θth2 + and θth2- are set to the same value (for example, 135 ° or an angle value in the vicinity thereof). Note that the difference between θth1 + and θth1- (= (θth1 +)-(θth1-)) and the difference between θth2 and θth2- (= (θth2 +)-(θth2-)) are not necessarily the same. .

  The processing from step S23-5-5 is executed as described below. That is, the required center-of-gravity velocity generation unit 74 determines whether or not 0 ° ≦ θvb_aim1_p ≦ θth1 + in step S23-5-5. If this determination result is affirmative, the requested center-of-gravity velocity generation unit 74 decreases a value obtained by reducing the previous value θvb_aim1_p of θvb_aim1 by a predetermined positive value Δθvb1 in step S23-5-6. , Θvb_aim1 is calculated as a candidate value ANG_Vb. Δθvb1 is a set value that defines the amount of change in θvb_aim1 (and thus the temporal change rate of θvb_aim1) for each control processing cycle.

  In step S23-5-7, the requested center-of-gravity velocity generation unit 74 determines the larger angle value max (0, ANG_Vb) of the candidate value ANG_Vb and 0 ° as the current value of θvb_aim1, The process of FIG. 16 is terminated. Therefore, when ANG_Vb ≧ 0 °, ANG_Vb is determined as it is as the current value of θvb_aim1, and when ANG_Vb <0 °, the current value of θvb_aim1 is 0 °.

  If the determination result of step S23-5-5 is negative, the requested center-of-gravity velocity generation unit 74 next determines whether or not θth1- ≦ θvb_aim1_p <0 ° in step S23-5-8. to decide. If this determination result is affirmative, the required center-of-gravity velocity generation unit 74 sets a value obtained by increasing the previous value θvb_aim1_p of θvb_aim1 by the predetermined value Δθvb1 in step S23-5-9 as a candidate value for θvb_aim1 Calculate as ANG_Vb.

  In step S23-5-10, the requested center-of-gravity velocity generation unit 74 determines the smaller angle value min (0, ANG_Vb) of the candidate value ANG_Vb and 0 ° as the current value of θvb_aim1, The process of FIG. 16 is terminated. Therefore, when ANG_Vb ≦ 0 °, ANG_Vb is determined as it is as the current value of θvb_aim1, and when ANG_Vb> 0 °, the current value of θvb_aim1 is 0 °.

  If the determination result of step S23-5-8 is negative, the requested center-of-gravity velocity generation unit 74 then determines whether θth2 + ≦ θvb_aim1_p ≦ 180 ° in step S23-5-11 of FIG. Determine whether. If this determination result is affirmative, the required center-of-gravity velocity generation unit 74 sets a value obtained by increasing the previous value θvb_aim1_p of θvb_aim1 by the predetermined value Δθvb1 in step S23-5-12 as a candidate value for θvb_aim1. Calculate as ANG_Vb.

  In step S23-5-13, the requested center-of-gravity velocity generation unit 74 determines the smaller angle value min (180, ANG_Vb) of the candidate value ANG_Vb and 0 ° as the current value of θvb_aim1, The process of FIG. 17 is terminated. Therefore, when ANG_Vb ≦ 180 °, ANG_Vb is determined as it is as the current value of θvb_aim1, and when ANG_Vb> 180 °, the current value of θvb_aim1 is 180 °.

  If the determination result of step S23-5-11 is negative, the requested center-of-gravity velocity generation unit 74 next determines whether or not −180 ° ≦ θvb_aim1_p ≦ θth2− in step S23-5-14. Judging. If this determination result is affirmative, the required center-of-gravity velocity generation unit 74 sets a value obtained by reducing the previous value θvb_aim1_p of θvb_aim1 by the predetermined value Δθvb1 in step S23-5-15 as a candidate value for θvb_aim1. Calculate as ANG_Vb.

  Then, in step S23-5-16, the required center-of-gravity velocity generation unit 74 determines the larger angle value max (180, ANG_Vb) of the candidate value ANG_Vb and -180 ° as the current value of θvb_aim1. Then, the process of FIG. Therefore, when ANG_Vb ≧ −180 °, ANG_Vb is determined as it is as the current value of θvb_aim1, and when ANG_Vb <−180 °, the current value of θvb_aim1 is set to −180 °.

  If the determination result in step S23-5-14 is negative, that is, if θth1 + <θvb_aim1_p <θth2 + or θth2- <θvb_aim1_p <θth1-, then the required center-of-gravity velocity generation unit 74 performs step S23-5-5. 17, the current value of θvb_aim1 is determined to be the same value as the previous value θvb_aim1_p, and the processing of FIG.

  The above is the details of the first braking calculation process in step S23-5.

  On the other hand, the second braking calculation process (when a deceleration request is generated) in step S23-6 shown in FIG. 15 is executed as shown in the flowchart of FIG.

  In the second braking calculation process, the requested center-of-gravity velocity generation unit 74 firstly sets a positive positive value preset in advance from the previous value | ↑ Vb_aim_p | of the basic requested center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | in step S23-6-1. A value that is decreased by a predetermined value ΔVb2 is calculated as a candidate value ABS_Vb of | ↑ Vb_aim1 |. ΔVb2 is a set value that defines the amount of decrease in | ↑ Vb_aim1 | (and the temporal change rate of | ↑ Vb_aim1 |) for each control processing cycle in the second braking calculation process. In this case, ΔVb2 is set to a value larger than the predetermined value ΔVb1 used in the first braking calculation process.

  Next, the requested center-of-gravity velocity generation unit 74 executes the same process as in step S23-5-2 in step S23-6-2, and sets the candidate value ABS_Vb calculated in step S23-6-1 to “0”. The larger value max (0, ABS_Vb) is determined as the current value of | ↑ Vb_aim1 |.

  Next, the required center-of-gravity velocity generation unit 74 determines in step S23-6-3 whether or not | ↑ Vb_aim1 | determined as described above is “0”. If this determination result is affirmative, the requested center-of-gravity velocity generation unit 74 next sets the current value of θvb_aim1 to “0” in step S23-6-4, and ends the processing of FIG.

  If the determination result in step S23-6-3 is negative, the requested center-of-gravity velocity generation unit 74 next sets the current value of θvb_aim1 to be the same as the previous value θvb_aim1_p in step S23-6-5. The value is determined, and the processing in FIG. 18 is terminated.

  The above is the details of the second braking calculation process in step S23-6.

  Returning to the description of FIG. 15, when the determination result of step S23-1 is affirmative, that is, when there is a request for acceleration of the vehicle 1 in the general front-rear direction, the requested center-of-gravity velocity generation unit 74 performs step In S23-2, the basic required centroid speed vector absolute value | ↑ Vb_aim1 | and the basic required centroid speed vector azimuth θvb_aim1 are determined. The requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the braking mode to the velocity follow-up mode in step S23-3, and ends the processing in FIG.

  Specifically, in step S23-2, the magnitude of the estimated center-of-gravity velocity vector ↑ Vb_s (current value) | ↑ Vb_s | (= sqrt (Vb_x_s2 + Vb_y_s2)) is multiplied by a predetermined ratio γ. Is determined as the basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 |. The ratio γ is set to a positive value (for example, 0.8) slightly smaller than “1”.

  Further, in step S23-2, the azimuth angle θvb_s (= sin−1 (Vb_x_s / | ↑ Vb_s |)) of the estimated centroid velocity vector ↑ Vb_s is determined as the basic required centroid velocity vector azimuth θvb_aim1. Accordingly, in step S23-2, as a result, a vector obtained by multiplying the estimated centroid velocity vector ↑ Vb_s by the ratio γ is determined as the basic required centroid velocity vector ↑ Vb_aim1.

  Such processing in step S23-2 is to match the method of determining | ↑ Vb_x_aim1 | and θvb_aim1 with the speed following mode starting from the next control processing cycle.

  Note that it is not essential that the value of the ratio γ is slightly smaller than “1”. For example, the value of the ratio γ may be set to “1” or a value slightly larger than that. In this example, the value of the ratio γ is used to prevent the movement speed of the vehicle 1 that the occupant perceives sensibly (sensually) from being recognized as if it is faster than the actual movement speed. Is set to a value slightly smaller than “1”.

  The above is the calculation process of the braking mode in step S23.

  If the determination result in step S23-1 is negative, the arithmetic processing mode is not changed, and therefore the arithmetic processing mode is maintained in the braking mode even in the next control processing cycle.

  Next, the speed follow-up mode calculation processing in step S24 shown in FIG. 14 is executed as shown in the flowchart of FIG. Specifically, the requested center-of-gravity velocity generation unit 74 first executes in step S24-1 the same determination process as in step S23-4, that is, a determination process as to whether or not a deceleration request for the vehicle 1 has occurred. .

  If this determination result is affirmative, the requested center-of-gravity velocity generation unit 74 next executes the same processing as the step S23-6 (the processing shown in the flowchart of FIG. 18) in step S24-6. Thus, the basic required centroid velocity vector absolute value | ↑ Vb_aim1 | and the basic required centroid velocity vector azimuth θvb_aim1 are determined. Further, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the velocity follow-up mode to the braking mode in step S24-7, and ends the processing of FIG.

  On the other hand, when the determination result of step S24-1 is negative, that is, when the deceleration request for the vehicle 1 is not generated, the requested center-of-gravity velocity generation unit 74 next performs the process of step S24-2. Execute. In step S24-2, the required center-of-gravity velocity generation unit 74 executes the same processing as in step S23-2, and determines the basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | and the basic required center-of-gravity velocity vector azimuth θvb_aim1. To do. That is, | ↑ Vb_x_s | * γ is determined as | ↑ Vb_aim1 |, and θvb_s is determined as θvb_aim1.

  Next, in step S24-3, the requested center-of-gravity velocity generation unit 74 determines whether or not the estimated center-of-gravity velocity absolute value change rate DVb_s (the value calculated in step S21) is smaller than a preset second threshold DV2. to decide. The second threshold value DV2 is set to a negative predetermined value that is larger than the third threshold value DV3 (closer to “0” than DV3). Note that the second threshold DV2 may be set to “0” or a positive value slightly larger than “0” (however, a value smaller than the first threshold DV1).

  The determination process in step S24-3 is to determine the transition timing from the speed following mode to the speed hold mode. Then, when the result of determination in step S24-3 is negative, the requested center-of-gravity velocity generation unit 74 ends the process of FIG. 19 as it is. In this case, since the arithmetic processing mode is not changed, the arithmetic processing mode is maintained in the speed tracking mode even in the next control processing cycle.

  If the determination result in step S24-3 is affirmative, the requested center-of-gravity velocity generation unit 74 considers that the acceleration request for the vehicle 1 has been completed, and initializes the countdown timer in step S24-4. To do. Then, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the velocity follow-up mode to the velocity hold mode in step S24-5, and ends the processing in FIG.

  The countdown timer is a timer that measures the elapsed time after the start of the speed hold mode that starts from the next control processing cycle. In step S24-4, a preset initial value Tm is set in the timer time value CNT. The initial value Tm_x means a set value of time for which the speed hold mode is to be continued.

  The above is the calculation process of the speed follow-up mode in step S24.

  Next, the speed hold mode calculation processing in step S25 shown in FIG. 14 is executed as shown in the flowchart of FIG. Specifically, the required center-of-gravity velocity generation unit 74 first executes the same determination process as in step S23-4 in step S25-1, that is, a determination process as to whether or not a deceleration request for the vehicle 1 has occurred. .

  If the determination result in step S25-1 is affirmative (when a deceleration request for the vehicle 1 is generated), the requested center-of-gravity velocity generation unit 74 then performs step S23 in step S25-2. The basic required centroid velocity vector absolute value | ↑ Vb_aim1 | and the basic required centroid velocity vector azimuth angle θvb_aim1 are determined by executing the same processing as −6 (the processing shown in the flowchart of FIG. 18). Further, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the velocity hold mode to the braking mode in step S25-3, and ends the processing of FIG.

  On the other hand, when the determination result of the step S25-1 is negative (when the deceleration request for the vehicle 1 is not generated), the requested center-of-gravity velocity generation unit 74 performs the same determination process as that of the step S23-1. That is, the process of determining whether or not there is a request for acceleration of the vehicle 1 in the general front-rear direction is executed in step S25-4.

  And when the judgment result of step S25-4 is affirmative (when the acceleration request | requirement of the vehicle 1 in the substantially front-back direction generate | occur | produced again), the request | requirement gravity center speed production | generation part 74 is the said in step S25-5. By executing the same processing as step S23-2, the basic required centroid speed vector absolute value | ↑ Vb_aim1 | and the basic required centroid speed vector azimuth θvb_aim1 are determined. That is, | ↑ Vb_x_s | * γ is determined as | ↑ Vb_aim1 |, and θvb_s is determined as θvb_aim1.

  Further, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the velocity hold mode to the velocity follow-up mode in step S25-6, and ends the processing of FIG.

  When the determination result of step S25-4 is negative (when the state where there is no approximate acceleration request in the front-rear direction continues), the required center-of-gravity velocity generation unit 74 determines that the step S25-7 Decrement the count value CNT of the countdown timer. That is, the time value CNT is updated by subtracting the predetermined value ΔT (time of the control processing cycle) from the current value of the time value CNT.

  Next, the requested center-of-gravity velocity generation unit 74 determines whether or not the count value CNT of the countdown timer is greater than “0”, that is, whether or not the countdown timer has ended in step S25-8.

  If the determination result in step S25-8 is affirmative, the time represented by the initial value Tm of the countdown timer has not yet elapsed since the start of the speed hold mode. In this case, the requested center-of-gravity velocity generation unit 74 assumes that the calculation processing mode is maintained in the velocity hold mode, and obtains the basic requested center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | and the basic requested center-of-gravity velocity azimuth θvb_aim1 in step S25- 9 to complete the processing of FIG.

  In this case, in step S25-9, the current value of | ↑ Vb_aim1 | is determined to be the same value as the previous value | ↑ Vb_aim1_p |. Also, the current value of θvb_aim1 is determined to be the same value as the previous value θvb_aim1_p. Accordingly, the previous value of the basic required center-of-gravity velocity vector ↑ Vb_aim1_p is determined as it is as the velocity vector of the current value of ↑ Vb_aim1.

  If the determination result in step S25-8 is affirmative, the arithmetic processing mode is not changed, and therefore the arithmetic processing mode is maintained in the speed hold mode even in the next control processing cycle.

  If the determination result in step S25-8 is negative, that is, if the predetermined time represented by the initial value Tm of the countdown timer has elapsed since the start of the speed hold mode, the required gravity center speed In step S25-10, the generation unit 74 executes the same processing as that in step S23-5 (the processing in the flowcharts of FIGS. 16 and 17), thereby obtaining the basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | The center-of-gravity velocity azimuth θvb_aim1 is determined.

  Further, the requested center-of-gravity speed generation unit 74 changes the calculation processing mode from the speed hold mode to the braking mode in step S25-11, and ends the process of FIG.

  The above is the calculation process of the speed hold mode in step S25.

  Returning to the description of FIG. 14, the requested center-of-gravity velocity generation unit 74 executes any one of the calculation processes in steps S23 to S25 as described above, and then determines | ↑ Vb_aim1 | and θvb_aim1 determined by the calculation process. Is input to the filter (filtering process) in step S26.

  Here, the filters that respectively input | ↑ Vb_aim1 | and θvb_aim1 are the sizes of the required gravity center velocity vector ↑ Vb_aim | ↑ Vb_aim |, immediately after the arithmetic processing mode is changed from the braking mode to the speed following mode. This is a low-pass filter having a first-order lag characteristic for preventing the azimuth angle θvb_aim from changing suddenly in a step shape. In this case, the time constant of the filter that inputs | ↑ Vb_aim | is set to a relatively short time constant, and the output value of the filter matches | ↑ Vb_aim1 | in a situation other than immediately after | ↑ Vb_aim1 | Or they are almost identical. The same applies to the filter that inputs θvb_aim1.

  In step S26, the output value of the filter to which θvb_aim1 is input is determined as it is as the azimuth angle θvb_aim of the required centroid velocity vector ↑ Vb_aim (hereinafter referred to as the required centroid velocity vector azimuth angle θvb_aim).

  Next, the process proceeds to step S27, where the required center-of-gravity velocity generation unit 74 finally sets the value obtained by passing the output value of the filter to which | ↑ Vb_aim1 | is passed through the limiter as the magnitude of the required center-of-gravity velocity vector ↑ Vb_aim ↑ Vb_aim | (hereinafter referred to as a required gravity center velocity vector absolute value | ↑ Vb_aim |). In this case, the limiter is for preventing | ↑ Vb_aim | from becoming excessive. When the output value of the filter to which | ↑ Vb_aim1 | is input is equal to or lower than a predetermined upper limit value set in advance. Outputs the output value of the filter as | ↑ Vb_aim | as it is. Further, when the output value of the filter exceeds the upper limit value, the limiter outputs the upper limit value as | ↑ Vb_aim |. In other words, the limiter outputs the smaller value of the output value of the filter and the upper limit value as | ↑ Vb_aim |.

  Next, the process proceeds to step S28, and the required center-of-gravity velocity generation unit 74 determines the X-axis direction component (required center-of-gravity velocity in the X-axis direction) of the required center-of-gravity velocity vector ↑ Vb_aim from | ↑ Vb_aim | and θvb_aim determined as described above. Vb_x_aim and a Y-axis direction component (required center of gravity speed in the Y-axis direction) Vb_y_aim are calculated. More specifically, | ↑ Vb_aim | * sin (θvb_aim) is calculated as Vb_x_aim, and | ↑ Vb_aim | * cos (θvb_aim) is calculated as Vb_y_aim.

  The above is the details of the processing of the required center-of-gravity velocity generation unit 74.

  By the processing of the requested center-of-gravity velocity generation unit 74 described above, the requested center-of-gravity velocity vector ↑ Vb_aim (and thus the requested center-of-gravity velocity Vb_x_aim, Vb_y_aim) is determined in the following manner.

  That is, for example, in order to increase the moving speed of the vehicle 1, when the occupant kicks the floor with his / her foot, or an assistant or the like pushes the vehicle 1, A case is assumed in which an axial propulsive force (specifically, a propulsive force that makes the determination result in step S23-1 positive) is added.

  It is assumed that the arithmetic processing mode before applying the propulsive force is the braking mode. Here, for the sake of understanding, the output value of the filter that inputs | ↑ Vb_aim1 | in step S26 of FIG. 14 is a value that falls within a range that is not subject to the compulsory restriction by the limiter in step S27 (the limiter). It is assumed that the value is equal to or less than the upper limit value. Similarly, it is assumed that the estimated center-of-gravity speed values Vb_x_s and Vb_y_s are within a range where the output values V_x_lim2 and V_y_lim2 in the limit processing unit 104 are not forcibly limited.

  In this case, if the determination result in step S23-1 becomes affirmative by applying propulsive force to the vehicle 1, the processing mode is changed from the braking mode to the speed following mode by the processing in step S23-3 in FIG. Will be changed.

  In this speed follow-up mode, in a situation where a deceleration request is not generated (a situation where the determination result in step S24-1 is negative), a ratio γ of a predetermined value is set to the current value (current value) of the estimated center-of-gravity velocity vector ↑ Vb_s. A vector obtained by multiplication, that is, a velocity vector slightly smaller than ↑ Vb_s and in the same direction as ↑ Vb_s is sequentially determined as a basic required centroid velocity vector ↑ Vb_aim1.

  Therefore, the requested center-of-gravity velocity vector ↑ Vb_aim, which is sequentially determined by the requested center-of-gravity velocity generation unit 74, substantially matches the actual center-of-gravity velocity vector ↑ Vb that is accelerated (increased in magnitude) by the propulsive force applied to the vehicle 1. The speed vector ↑ Vb_aim1 (= γ * ↑ Vb_s) to be followed is determined.

  Then, the X-axis direction component and the Y-axis direction component of the required center-of-gravity velocity vector ↑ Vb_aim determined in this way are determined as the control target center-of-gravity velocity Vb_x_mdfd and Vb_y_mdfd. Further, the operation amount components u3_x and u3_y included in the virtual wheel rotation angular acceleration commands ωdotw_x_cmd and ωdotw_y_cmd are determined so that the center-of-gravity speed estimated values Vb_x_s and Vb_y_s converge to the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively.

  As a result, the actual moving speed of the vehicle system center of gravity (acceleration in the front-rear direction) due to the propulsive force applied by the occupant to the vehicle 1 is promptly performed in accordance with the request by the propulsive force. The moving speed of the wheel body 5 is controlled. Therefore, the vehicle 1 is smoothly accelerated by the added driving force.

  In addition, when the braking force is applied to the vehicle 1 in the speed tracking mode and the determination result in step S24-1 in FIG. 19 becomes affirmative (when a deceleration request is generated), the arithmetic processing mode is changed to the braking mode. To do. For this reason, the moving speed of the vehicle 1 is attenuated. In this case, while the deceleration request is being generated, | ↑ Vb_aim1 | and θvb_aim1 are determined by the second braking calculation process (the process of FIG. 18) in step S23-6, so the basic required center-of-gravity velocity vector ↑ Vb_aim1 or The required center-of-gravity velocity vector ↑ Vb_aim that follows this attenuates at a constant temporal change rate (temporal change rate defined by the predetermined value ΔVb2) while keeping its direction constant. Will be determined.

  Next, in the speed following mode, when the addition of the propulsive force to the vehicle 1 is finished and the estimated gravity center speed absolute value change rate DVb_s becomes smaller than the second threshold value DV2 (the determination result in step S24-3 in FIG. 19 is If affirmative), the processing mode is changed from the speed following mode to the speed hold mode by the process of step S24-5 of FIG.

  In this speed hold mode, in a situation where neither an acceleration request nor a deceleration request is generated (a situation where the judgment results in steps S25-1 and 25-4 in FIG. 20 are both negative) The basic required center-of-gravity velocity vector ↑ Vb_aim1 is set to the same velocity vector as the previous velocity vector ↑ Vb_aim1_p.

  Therefore, the basic required center-of-gravity velocity vector ↑ Vb_aim1 is set immediately before the start of the speed hold mode in a predetermined time period (the time of the initial value Tm of the countdown timer) after the start of the speed hold mode. Thus, the speed vector is held constant at the same speed vector as the determined speed vector.

  For this reason, the required center-of-gravity velocity vector ↑ Vb_aim determined so as to follow ↑ Vb_aim1 is also maintained at a constant velocity vector (a velocity vector that coincides with or substantially coincides with ↑ Vb_aim determined immediately before the velocity hold mode starts). It will be decided to sag.

  Then, the X-axis direction component and the Y-axis direction component of the required center-of-gravity velocity vector ↑ Vb_aim determined as described above are determined as the control target center-of-gravity velocity Vb_x_mdfd and Vb_y_mdfd. Further, the operation amount components u3_x and u3_y included in the virtual wheel rotation angular acceleration commands ωdotw_x_cmd and ωdotw_y_cmd are determined so that the center-of-gravity speed estimated values Vb_x_s and Vb_y_s converge to the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively.

  As a result, it is necessary to frequently adjust the occupant's body posture in the period (time period represented by the initial value Tm) until the countdown timer finishes counting after the vehicle 1 is accelerated. Instead, the moving speed of the wheel body 5 is controlled so that the magnitude and direction of the actual speed vector ↑ Vb of the vehicle system center-of-gravity point are kept constant. Therefore, the actual running state of the vehicle 1 in this situation is a state in which the occupant slides at a substantially constant speed vector without performing a steering operation that actively moves the upper body.

  In addition, in the speed hold mode, when the driving force in the roughly forward / backward direction is applied to the vehicle 1 again, and the determination result in step S25-4 in FIG. Return to the speed following mode. For this reason, the vehicle 1 is accelerated in the substantially front-rear direction again.

  In addition, when the braking force is applied to the vehicle 1 in the speed hold mode and the determination result in step S25-1 in FIG. 20 becomes affirmative (when a deceleration request is generated), the arithmetic processing mode is changed to the braking mode. To do. For this reason, the moving speed of the vehicle 1 is attenuated. In this case, as in the case where the deceleration request is generated in the speed following mode, during the generation of the deceleration request, | ↑ Vb_aim1 | and θvb_aim1 are determined by the second braking calculation process (the process of FIG. 18) in step S23-6. It is determined

  Next, in the speed hold mode, the countdown timer is maintained while maintaining a situation in which neither an acceleration request nor a deceleration request is generated (a situation in which the judgment results in steps S25-1 and 25-4 in FIG. 20 are both negative). When the time measurement is completed, the calculation processing mode is changed from the speed hold mode to the braking mode by the processing of step S25-11 in FIG.

  In this braking mode, in a situation where neither an acceleration request nor a deceleration request is generated (a situation where the judgment results in steps S23-1 and 23-4 in FIG. 15 are both negative), step S23-5-1 in FIG. By executing the processing of 23-5-2 every control processing cycle, the basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | becomes a constant rate of change (time defined by ΔVb1) until “0”. The rate of decay is continuously reduced. Then, after | ↑ Vb_aim1 | is attenuated to “0”, | ↑ Vb_aim1 | is held at “0”.

  Further, in the braking mode, the processing after step S23-5-3 in FIG. 16 is executed every control processing cycle in a situation where neither an acceleration request nor a deceleration request is generated. In this case, the direction of the basic required center-of-gravity velocity vector ↑ Vb_aim1 determined immediately before the transition from the speed hold mode to the braking mode (one step before the control processing cycle in which the determination result in step S25-8 in FIG. 20 is negative) When the direction of ↑ Vb_aim1 determined in the control processing cycle is different from the X-axis direction and is relatively close to the X-axis direction (more precisely, the azimuth angle of ↑ Vb_aim1 determined immediately before the transition) When θvb_aim1 is an angle value within the range of 0 ° <θvb_aim1_p ≦ θth1 +, θth1- ≦ θvb_aim1_p <0 °, θth2 + ≦ θvb_aim1_p <180 °, −180 ° <θvb_aim1_p ≦ θth2-) In the period until ↑ Vb_aim1 | decays to “0”, θvb_aim1 approaches 0 °, 180 °, or −180 ° as a convergence target angle value at a constant rate of time change, and finally, The convergence target angle value is held. Therefore, the direction of the basic required center-of-gravity velocity vector ↑ Vb_aim continuously approaches the X-axis direction within a period until | ↑ Vb_aim1 | attenuates to “0” after the start of the braking mode. In other words, during the period, the ratio of the absolute value of the Y-axis direction component Vb_y_aim1 to the absolute value of the X-axis direction component Vb_x_aim1 of the basic required center-of-gravity velocity vector ↑ Vb_aim approaches “0”. When the direction of ↑ Vb_aim1 reaches the same direction as the X-axis direction (when Vb_y_aim1 = 0) until | ↑ Vb_aim1 | attenuates to “0”, the direction of ↑ Vb_aim1 becomes the same direction as the X-axis direction. Retained.

  Therefore, ↑ Vb_aim1 is determined such that the direction thereof approaches (converges) in the X-axis direction while the magnitude is attenuated. Thus, in the situation where ↑ Vb_aim1 is determined, the required gravity center velocity vector ↑ Vb_aim determined so as to follow ↑ Vb_aim1 is also determined so that its direction approaches the X-axis direction while the magnitude is attenuated. The Rukoto.

  Further, when the direction of the basic required center-of-gravity velocity vector ↑ Vb_aim1 determined immediately before the transition from the speed hold mode to the braking mode is different from the X-axis direction and is relatively deviated from the X-axis direction (more accurately If the azimuth angle θvb_aim1 of ↑ Vb_aim1 determined immediately before the transition is an angle value in any of θth1 + <θvb_aim1_p <θth2 +, θth2- <θvb_aim1_p <θth1-)), | ↑ Vb_aim1 In the period until | is attenuated to “0”, θvb_aim1 is held constant at the same angle value as the azimuth angle θvb_aim1 of ↑ Vb_aim1 determined immediately before the transition.

  Therefore, ↑ Vb_aim1 is determined such that its direction is kept constant while its magnitude is attenuated. Thus, in the situation where ↑ Vb_aim1 is determined, the required center-of-gravity velocity vector ↑ Vb_aim determined so as to follow ↑ Vb_aim1 is also determined so that its direction is kept constant while its magnitude is attenuated. The Rukoto.

  In the speed hold mode, the size and orientation of ↑ Vb_aim1 is held constant, so that the basic required center-of-gravity velocity vector ↑ Vb_aim1 determined immediately before the transition from the speed hold mode to the braking mode is Corresponds to ↑ Vb_aim1 determined immediately before the transition from the speed tracking mode to the speed hold mode (↑ Vb_aim1 determined in the control processing cycle in which the determination result of step S24-3 in FIG. 19 is affirmative).

  Then, the X-axis direction component and the Y-axis direction component of the required center-of-gravity speed vector ↑ Vb_aim determined as described above in the braking mode are determined as the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd. Further, the operation amount components u3_x and u3_y included in the virtual wheel rotation angular acceleration commands ωdotw_x_cmd and ωdotw_y_cmd are determined so that the center-of-gravity speed estimated values Vb_x_s and Vb_y_s converge to the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively.

  As a result, when the calculation processing mode prior to the braking mode is the speed hold mode, the actual speed vector of the vehicle system center-of-gravity point is increased even if the occupant does not actively perform the steering operation by the movement of the upper body. Therefore, the moving speed of the wheel body 5 is controlled so as to continuously attenuate from the magnitude in the speed hold mode.

  In this case, the direction of ↑ Vb_aim1 determined immediately before the transition from the speed hold mode to the braking mode (= ↑ Vb_aim1 determined immediately before the transition from the speed follow mode to the speed hold mode) is different from the X-axis direction, and If the direction is relatively close to the X-axis direction, the speed vector is reduced while the magnitude of the speed vector at the center of gravity of the vehicle system is attenuated without the occupant performing an aggressive maneuvering operation by the movement of the upper body. The direction of the vector automatically approaches the X-axis direction (the occupant's front-rear direction). Accordingly, the straight traveling performance of the vehicle 1 with respect to the front-rear direction of the occupant is enhanced.

  Here, when the vehicle 1 is to be accelerated, it is often required to accelerate the vehicle 1 particularly in the front-rear direction of the occupant. In this case, since the inverted pendulum type vehicle 1 has high rectilinearity in the front-rear direction as described above, even if the direction of the propulsive force applied to the vehicle 1 is slightly deviated from the front-rear direction, braking following the subsequent speed hold mode is performed. In the mode, the moving speed of the wheel body 5 is controlled so that the speed vector of the vehicle system center-of-gravity point is automatically oriented in the front-rear direction.

  For this reason, a variation in the moving direction of the vehicle 1 is less likely to occur, and a vehicle 1 (a vehicle 1 that easily travels in the front-rear direction of the occupant) that has high straightness with respect to the occupant front-rear direction is realized. As a result, when the vehicle 1 is moved in the front-rear direction, the vehicle 1 can be moved in the front-rear direction without directing the propulsive force applied to the vehicle 1 in the front-rear direction. As a result, the steering operation for moving the vehicle 1 in the front-rear direction is facilitated.

  In addition, the direction of the basic required center-of-gravity velocity vector ↑ Vb_aim1 (= ↑ Vb_aim1 determined immediately before the transition from the speed follow mode to the speed hold mode) determined immediately before the transition from the speed hold mode to the braking mode is the X-axis direction. In contrast, when the direction is relatively deviated from the X-axis direction, the magnitude of the velocity vector at the vehicle system center-of-gravity point is attenuated even if the occupant does not actively control the body movement. However, the direction of the velocity vector is kept almost constant. That is, if the direction of ↑ Vb_aim1 determined immediately before the transition from the speed hold mode to the braking mode is a direction that is relatively deviated from the X-axis direction, the vehicle system that is finally intended by the occupant in the speed tracking mode. There is a high possibility that the direction of the velocity vector of the center of gravity is different from the X-axis direction. Therefore, it is possible to prevent the vehicle system center-of-gravity point from moving in a direction deviating from the direction intended by the occupant after the speed following mode.

[Description of Modified Example of Inverted Pendulum Type Vehicle 1]
Next, a modified example of the above-described inverted pendulum type vehicle 1 (example of basic configuration) will be described below with reference to FIG. In this modification, only a part of the processing in the speed hold mode is different from the basic configuration example. For this reason, in the description of this modified example, the description of the same configuration and processing as those of the inverted pendulum type vehicle 1 (basic configuration example) is omitted.

  In this modification, the speed hold mode calculation process in step S25 of FIG. 14 is executed as shown in the flowchart of FIG. In this case, the processing other than the case where the determination result in step S25-8 in FIG. 21 is affirmative is the same as the processing described in the inverted pendulum type vehicle 1 (processing in FIG. 20).

  In this modification, when the determination result in step S25-8 in FIG. 21 is affirmative, that is, after the speed hold mode is started, the acceleration request and the deceleration request are not generated, and the countdown timer If the predetermined time represented by the initial value Tm has not yet elapsed, the required center-of-gravity velocity generation unit 74 determines the basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | in step S25-9a, and In S25-9b, the basic required center-of-gravity velocity vector azimuth θvb_aim1 is determined.

  In this case, in step S25-9a, the current value of | ↑ Vb_aim1 | is determined to be the same value as the previous value | ↑ Vb_aim1_p |, as in the case of the basic configuration example described above.

  In step S25-9b, the current value of θvb_aim1 is determined by the same processing as steps S25-5-5 to 25-5-17 of FIGS. 16 and 17 described in the basic configuration example. Therefore, the direction of the basic required center-of-gravity velocity vector ↑ Vb_aim1 determined immediately before the transition from the velocity follow-up mode to the velocity hold mode (the decision was made in the control processing cycle in which the determination result in step S24-3 in FIG. 19 is positive) Vb_aim1) is different from the X-axis direction and is relatively close to the X-axis direction (more precisely, the azimuth angle θvb_aim1 of ↑ Vb_aim1 determined immediately before the transition is 0 ° <θvb_aim1_p ≦ θth1 +, θth1- ≦ θvb_aim1_p <0 °, θth2 + ≦ θvb_aim1_p <180 °, −180 ° <θvb_aim1_p ≦ θth2-)), in the duration of the speed hold mode, θvb_aim1 Θvb_aim1 is determined so that it approaches 0 °, 180 °, or −180 ° as the convergence target angle at a constant rate of time change, and is finally held at 0 °, 180 °, or −180 °. The

  For this reason, θvb_aim1 approaches the convergence target angle (0 °, 180 °, or −180 °) at a constant rate of time change during the period in which the speed hold mode and the subsequent braking mode are combined. , Θvb_aim1 is determined so as to be held at the convergence target angle.

  Further, the direction of the basic required center-of-gravity velocity vector ↑ Vb_aim1 determined immediately before the transition from the velocity follow-up mode to the velocity hold mode (↑ determined at the control processing cycle in which the determination result in step S24-3 in FIG. 19 is affirmative) (The direction of Vb_aim1) is different from the X-axis direction and is relatively away from the X-axis direction (more precisely, the azimuth angle θvb_aim1 of ↑ Vb_aim1 determined immediately before the transition is θth1 + <θvb_aim1_p <If θth2 +, θth2- <θvb_aim1_p <θth1-), θvb_aim1 is the azimuth angle θvb_aim1 of ↑ Vb_aim1 determined immediately before the transition in the duration of the speed hold mode Is held constant at the same angle value. Therefore, the determination process of the azimuth angle θvb_aim1 in this case is the same as the basic configuration example described above. For this reason, it is determined so that θvb_aim1 is held constant during a period in which the speed hold mode and the subsequent braking mode are combined.

  Processes other than those described above are the same as in the basic configuration example described above.

  In such a modification, the direction of the basic required center-of-gravity velocity vector ↑ Vb_aim1 determined immediately before the transition from the velocity follow mode to the velocity hold mode is different from the X axis direction and is relatively close to the X axis direction. In addition, not only in the braking mode following the speed hold mode, but also in the speed hold mode, the direction of the velocity vector at the vehicle system center of gravity is automatically determined even if the occupant does not actively control the body by moving its upper body. It will approach the X-axis direction (front and rear direction of the occupant). Accordingly, the straight traveling performance of the vehicle 1 with respect to the front-rear direction of the occupant can be further enhanced.

[Description of configuration and operation of an inverted pendulum type vehicle equipped with a pedal]
Next, an example of an inverted pendulum type vehicle with a pedal provided with a padal on which an occupant steps on the inverted pendulum type vehicle 1 shown in FIG. 1 will be described as an embodiment of the present invention.

  FIG. 22 is a diagram illustrating a configuration of an inverted pendulum type vehicle including the pedal according to the embodiment of the present invention. An inverted pendulum type vehicle 1A shown in FIG. 22 is based on the inverted pendulum type vehicle 1 shown in FIG. 1, and pedals 200L and 200R are newly added. In the inverted pendulum type vehicle 1A, a support shaft 202 that is rotatable about a central axis C4 is added so as to be supported through the cover members 21R and 21L, and this support shaft 202 is added to the pedal 200L. , 200R, the pedal electric motor 210 is rotated via a rotation transmission mechanism described later.

  In the inverted pendulum type vehicle 1 </ b> A, the support shaft 202 rotates when the occupant strokes (steps on) the pedals 200 </ b> L and 200 </ b> R. Then, the electric motor 210 is rotated in accordance with the rotation speed of the support shaft 202, and the target movement speed in the front-rear direction (X-axis direction) of the inverted pendulum type vehicle 1A is determined by the rotation speed signal of the electric motor 210. It is configured as follows. The control unit 50A in the support frame 13 is provided with a control function for applying a reaction force (brake torque) when pedaling (stepping on) the pedals 200L and 200R. A wheel driver driving motor driver, which will be described later, and a pedal motor driver for driving a pedal electric motor are included. The other structure is the same as that of the inverted pendulum type vehicle 1 shown in FIG. For this reason, the same code | symbol is attached | subjected to the same component and the overlapping description is abbreviate | omitted.

  In FIG. 22, an arm 201 </ b> L is fixed to a left end (L side) end portion of the support shaft 202 in a direction perpendicular to the axis C <b> 4 of the support shaft 202. The pedal 200L is attached so as to extend in the direction perpendicular to the longitudinal direction of the arm 201L and the direction opposite to the cover member 21L at the distal end of the arm 201L (end opposite to the support shaft 202). ing. The pedal 200L is attached to be rotatable about the central axis C5L. Thus, the pedal 200L is attached to the support shaft 202 via the arm 201L.

  Similarly, an arm 201 </ b> R is fixed to a right end (R side) end portion of the support shaft 202 in a direction perpendicular to the axis C <b> 4 of the support shaft 202. The pedal 200R is attached so as to extend in the direction perpendicular to the longitudinal direction of the arm 201R and the side opposite to the cover member 21R at the distal end of the arm 201R (the end opposite to the support shaft 202). ing. The pedal 200L is attached so as to be rotatable about the central axis C5R. Thus, the pedal 200R is attached to the support shaft 202 via the arm 201R. In addition, the arm 201L and the arm 201R are located on a straight line when viewed from the Y-axis direction (when viewed as a projection view) and are opposite to each other with respect to the central axis C4 of the support shaft 202. It is attached as follows.

  The axis C4 of the support shaft 202 and the center C2 of the support shafts 33L and 33R (see FIG. 3) of the rotating members 27L and 27R for driving the wheel body 5 (perpendicular to the diameter direction of the entire wheel body 5). The axis C2) is a coaxial center. Further, the support shafts 33L and 33R are formed in a cylindrical shape, and the support shaft 202 is rotatably supported so as to be inserted inside the support shafts 33L and 33R, and the support shaft 202, the support shafts 33L and 33R, and Are configured to rotate independently of each other.

  The support shaft 202 is connected to the output shaft (rotary shaft) 206 of the electric motor 210 via a power transmission mechanism including a function as a rotation transmission mechanism (for example, a mechanism for decelerating or increasing the rotation speed of the pedal). The electric motor 210 is rotationally driven by the rotational force (torque) transmitted from the support shaft 202 side. This power transmission mechanism is of a pulley-belt type, for example. That is, as shown in FIG. 22, the rotation of the support shaft 202 is transmitted to the output shaft 206 of the electric motor 210 via the pulley 203, the belt 204, and the pulley 205. The power transmission mechanism may be constituted by, for example, a sprocket and a link chain, or may be constituted by a plurality of gears.

  With the above configuration, when the occupant pedals the pedals 200L and 200R, the support shaft 202 rotates around the axis C4, and the output shaft 206 of the electric motor 210 rotates in conjunction with this. That is, the output shaft 206 of the electric motor 210 rotates according to the speed at which the occupant pedals the pedals 200L and 200R.

  FIG. 23 is a diagram illustrating a first setting method of brake torque (reaction force) of the pedal. More precisely, it is a block diagram showing processing functions related to vehicle control calculation processing (processing for determining a motor speed command) in the control unit 50A. The functional configuration of the control unit 50A shown in FIG. 23 is structurally different from the functional configuration of the control unit 50 shown in FIG. 9 described above in that the pedal torque shown in FIG. 23 is different from the functional configuration shown in FIG. The difference is that a setting unit 221, a pedal required speed generation unit 79, and a calculation unit 71 are added. Further, the difference is that an electric motor 210 driven by pedals 200L and 200R and a pedal motor driver 220 are added as peripheral circuits of the control unit 50A. Moreover, the point which specified the electric motors 31L and 31R for driving the wheel body 5, motor drivers 85L and 85R, and the battery 230 is different. Other configurations are the same as the functional configuration shown in FIG. For this reason, the same code | symbol is attached | subjected to the same component and the overlapping description is abbreviate | omitted.

  In FIG. 23, a motor driver 85R for driving the wheel body 5 is a driver that rotationally drives the right electric motor 31R in accordance with the rotational angular velocity command ω_R_cmd input from the motor command calculation unit 82. The motor driver 85R is, for example, a vector control type PWM inverter when the electric motor 31R is an AC servomotor, and is controlled to rotate and drive the electric motor 31R in the power running mode on a flat ground or uphill. To do.

  The motor driver 85R for wheels is used when the electric motor 31R is rotated from the load side (wheel body 5 side) on a downhill or the like (when the electric motor 31R attempts to rotate at a speed equal to or higher than the rotational angular velocity command ω_R_cmd). ) Operates in a regenerative mode (braking mode) and operates to charge the battery 230 with energy (regenerative current) regenerated from the electric motor 31R.

  The motor driver 85R extracts a torque current component in the motor current of the electric motor 31R and outputs it as a motor torque current signal ItR toward the pedal torque setting unit 221 in the control unit 50A.

  Similarly, the wheel body motor driver 85L is a driver that rotationally drives the left electric motor 31L in accordance with the rotational angular velocity command ω_L_cmd input from the motor command calculation unit 82. The motor driver 85L is, for example, a vector control type PWM inverter when the electric motor 31L is an AC servomotor, and is controlled so as to rotate the electric motor 31L in a power running mode on a flat ground or uphill. To do.

  Further, the motor driver 85L for the wheel body attempts to rotate the electric motor 31L at a speed equal to or higher than the rotational angular speed command ω_L_cmd when the electric motor 31L is rotated from the load side (wheel body 5 side) on a downhill or the like. ) Operates in a regenerative mode (braking mode) and operates to charge the battery 230 with energy (regenerative current) regenerated from the electric motor 31L.

  The motor driver 85L extracts a torque current component in the motor current of the electric motor 31L and outputs it as a motor torque current signal ItL toward the pedal torque setting unit 221 in the control unit 50A.

For example, FIG. 24 shows a configuration example of the motor drivers 85R and 85L when the wheel electric motors 31R and 31L are AC servo motors (three-phase induction motors). The motor driver shown in FIG. 24 is a motor driver that inputs the speed command signal ωr ^* and rotates the AC motor M at a desired speed. This motor driver has a known configuration. Let me explain only briefly.

  In the motor driver shown in FIG. 24, a pulse signal (determining the rotation direction) output from a rotary encoder (hereinafter referred to as a pulse generator PG) attached to the rotation shaft of the AC motor M and rotating in conjunction with the rotation shaft. The two-phase pulse signal) is input to the angle / speed detector 320. The angle / speed detector 320 calculates and outputs the rotational speed ωr of the rotating shaft of the AC motor M and the rotor position θ based on the pulse signal input from the pulse generator PG of the AC motor M.

Then, the speed command signal ωr ^{* serving as} the rotational speed command for the AC motor M is compared with the speed feedback signal ωr generated by the pulse signal output from the pulse generator PG by the calculation unit 301. Then, a deviation signal (ωr ^* −ωr) between the speed command signal ωr ^* and the speed feedback signal ωr is generated by the arithmetic unit 301, and this deviation signal is amplified by a speed control PI (proportional / integral) circuit 302. Torque command signal iq ^* is generated.

  On the other hand, the three-phase currents iu, iv, iw flowing through the AC motor M are converted into torque current components iqf on the dq orthogonal axis (coordinate axis rotating in synchronization with the rotor) by the three-phase / two-phase conversion circuit 321. Is converted into a field current component idf and output as a current feedback signal.

A torque command signal iq ^* output from the speed control PI (proportional / integral) circuit 302 and a torque current component iqf signal output from the three-phase / two-phase conversion circuit 321 are generated by the calculation unit 303. The deviation signal (iq ^* −iqf) between the torque command signal iq ^* and the torque current component iqf is amplified by the q-axis voltage control PI (proportional / integral) circuit 304, and the q-axis A voltage command signal Vd ^* is generated. The field command signal id ^* and the signal of the field current component idf output from the three-phase / two-phase conversion circuit 321 are compared by the calculation unit 305, and the field command signal id ^* and the field current are compared. A deviation signal (id ^* −idf) from the signal of the component idf is amplified by a d-axis voltage control PI (proportional / integral) circuit 306 to generate a d-axis voltage command signal Vd ^* .

In the two-phase / three-phase conversion circuit 310, the voltage command signal Vd ^* output from the q-axis voltage control PI circuit 304 and the voltage command signal Vd ^* output from the d-axis voltage control PI circuit 306 ^. Based on the above, three-phase AC voltage commands Vu ^* , Vv ^* , Vw ^* are generated and output to the PWM converter 311. The PWM converter 311 generates a PWM signal by comparing each of the three-phase AC voltage commands Vu ^* , Vv ^* , Vw ^{* with} a triangular wave signal or the like, and the PWM signal is used to perform switching in the PWM inverter 312. An element (for example, a three-phase bridge circuit of an IGBT) is turned on and off to generate U, V, and W as three-phase AC voltages and apply them to the AC motor M.

In the motor driver having such a configuration, as a normal configuration, a field current command signal id ^* for setting a field current component flowing in the AC motor M can be input from the outside. Further, a torque setting signal Tset for limiting (setting) the maximum value of the torque command signal iq ^* output from the speed control PI (proportional / integral) circuit 302 can be input from the outside. That is, a torque setting function (torque current limiting function) for limiting the output signal of the PI (proportional / integral) circuit 302 by the torque setting signal Tset is provided, thereby providing a function for controlling the output torque. Further, the torque current component iqf output from the three-phase / two-phase conversion circuit 321 is output to the outside as the torque current signal it, and the signal of the motor rotational speed ωr is output to the outside.

  Returning to FIG. 23, a pedal motor driver 220 is connected to the electric motor 210 that is rotationally driven by the pedals 200 </ b> L and 200 </ b> R and the speed reduction mechanism 211. For example, when the electric motor 210 is an AC servo motor, the pedal motor driver 220 is a vector control type PWM inverter, and has the same configuration as the motor driver shown in FIG.

  In this case, the electric motor 210 is set to always operate in the regeneration mode. That is, the electric motor 210 is controlled so as to always apply a reaction force (brake torque) to the rotation of the pedals 200L and 200R. When electric motor 210 is rotated by pedals 200L and 200R, electric motor 210 operates as a generator and charges battery 230 with regenerative current Ipd that flows out through motor driver 220.

  The magnitude of the brake torque is controlled to be proportional to the torque component current of the wheel electric motors 31L and 31R. That is, on the uphill, the brake torque of the pedals 200L and 200R increases as the slope becomes steeper, making it difficult to turn the pedals 200L and 200R (suppressing acceleration). Also, for example, as the rotational speed of the pedals 200L and 200R increases, the brake torque is increased. On the downhill, for the sake of safety, the brake torque of the pedals 200L and 200R may be increased as the gradient becomes steep, and the pedals 200L and 200R may be made difficult to turn (suppress acceleration).

  As described above, the control of the brake torque of the pedals 200L and 200R by the pedal motor driver 220 is performed by operating the pedal motor driver 220 in the regeneration mode. In this case, in order to control the magnitude of the brake torque, the aforementioned torque setting function (torque current limiting function) provided in the pedal motor driver 220 can be used. The general-purpose motor driver has a function of limiting the magnitude of torque current (power running and regeneration side torque current) according to the torque setting signal as a normal function.

For example, in the motor driver shown in FIG. 24, the speed command ωr ^{* is set} to 0 (zero), and the motor rotation speed ωr generated from the output signal of the pulse generator PG is used as the speed feedback signal. Thereby, when the electric motor 210 is rotated by the pedals 200L and 200R, the output value of the speed control PI circuit 302 becomes the torque command signal iq ^{* in the} direction in which the regenerative current flows, and the output of the PI circuit 302 The value (torque command signal iq ^* ) becomes an output value in a saturated state by the action of the integral element. Therefore, the value of the saturation voltage is controlled (limited) by the torque setting signal Tset. That is, by controlling the value of the torque command signal iq ^* with the torque setting signal Tset, a regenerative current corresponding to the torque setting signal Tset can be passed from the electric motor 210 to the battery 230 side.

In this case, for example, as shown in Expression 10 below, the torque setting signal Tset is generated so as to be proportional to the sum of the torque current ItL of the electric motor 31L and the torque current ItR of the electric motor 31R.
Tset = Kt (ItR + ItL) Equation 10
Here, Kt is a predetermined gain constant. Thus, the brake torque of the pedals 200L and 200R can be controlled in proportion to the torque current of the electric motors 31L and 31R that drive the wheel body 5.

  Also, the pedal motor driver 220 outputs a motor rotational angular velocity ωpd signal generated from the output signal of the pulse generator PG of the pedal electric motor 210. The signal of the motor rotation speed ωpd of the pedal electric motor 210 is input to the pedal required speed generation unit 79 in the control unit 50A as a signal indicating the rotation speed of the pedals 200L and 200R.

The pedal required speed generation unit 79 generates a target value of the center of gravity moving speed (a center of gravity moving speed target value Vb_obj) based on a signal of the rotational angular speed ωpd of the pedal electric motor 210. For example, a value (Kpd · ωpd) obtained by multiplying the rotation angular velocity ωpd by a predetermined gain coefficient Kpd is output as the pedal center-of-gravity moving speed target value Vb_obj (Vb_obj = Kpd · ωpd). Then, the calculation unit 71 adds the pedal center-of-gravity moving speed target value Vb_obj and the requested center-of-gravity speed Vb_x_aim output from the requested center-of-gravity speed generation unit 74 to generate a new requested center-of-gravity speed Vb_x_aim ′. Output to the speed limiter 76.
Vb_x_aim ′ = Vb_obj + Vb_x_aim Equation 11

  The center-of-gravity speed limiter 76 generates a target center-of-gravity speed Vb_x_mdfd based on the required center-of-gravity speed Vb_x_aim ′. As described above, the third term on the right side of the expression 07x causes the deviation between the center of gravity speed estimated value Vb_x_s and the target center of gravity speed Vb_x_mdfd to converge to “0” by the proportional law as the feedback control law (Vb_x_s is converged to Vb_x_mdfd). ) As a feedback manipulated variable component. Therefore, by generating the target center of gravity speed Vb_x_mdfd to which the pedal center of gravity movement speed target value Vb_obj is added, the center of gravity speed estimated value Vb_x_s is controlled to match Vb_x_aim ′. Thereby, the front-rear direction speed of the inverted pendulum type vehicle 1A can be operated by the rotation of the pedals 200L and 200R.

  Note that the circuit configuration and operation of each processing unit shown in FIGS. 10 to 13 in the inverted pendulum type vehicle 1 described above are the same as those in the inverted pendulum type vehicle 1A including a pedal. The process in the flowcharts shown in FIGS. 7 and 14 to 21 is also similar.

  For example, in an inverted pendulum type vehicle 1A with a pedal, when the base 9 is tilted and a moving operation in a desired direction is performed by a moving operation of the vehicle system center of gravity, the same vehicle control calculation processing as that of the inverted pendulum type vehicle 1 is performed. Is done.

  Further, when the front and rear direction is controlled by the pedal in the inverted pendulum type vehicle 1A, for example, the pedal is stroked to accelerate in the x direction (forward direction), and the vehicle system center-of-gravity point inclination angle θb and the center-of-gravity speed estimated value Vb_x_s are obtained. When a change occurs, vehicle control calculation processing as an inverted pendulum type vehicle is performed, and attitude control is performed.

  When acceleration is performed in the front-rear direction by the pedals 200L, 200R, the acceleration of the wheel body 5 in the front-rear direction is performed, so that the center-of-gravity speed estimated value Vb_x_s of the vehicle system center-of-gravity point increases. The same processing as that in the speed following mode shown in the flowchart of 19 is performed.

  That is, when the occupant pushes the inverted pendulum type vehicle 1A to accelerate (acceleration in the front-rear direction) and accelerates the inverted pendulum type vehicle 1A back and forth by operating the pedal, the center-of-gravity speed estimated value Vb_x_s of the vehicle system center-of-gravity point The calculation of the required center-of-gravity velocity vector ↑ Vb_aim is performed according to the change in the estimated center-of-gravity velocity value Vb_x_s. In this case, as shown in the flowchart of FIG. 19, after the pedal operation is stopped (acceleration request is canceled), the magnitude of the required center-of-gravity velocity vector ↑ Vb_aim is kept constant for a predetermined time period. The center of gravity velocity vector ↑ Vb_aim is continuously attenuated to “0”.

  In the above description, the example in which the rotation direction of the electric motor 210 is rotated by the pedals 200L and 200R in the direction of accelerating the inverted pendulum type vehicle 1A in the X-axis direction (forward direction) has been described. The electric motor 210 can be rotated in the reverse direction (the direction opposite to the acceleration direction) by 200L and 200R.

  When the electric motor 210 is rotated in the reverse direction (the direction opposite to the acceleration direction) by the pedals 200L and 200R, various control methods can be used. For example, when the pedals 200L and 200R are rotated in the opposite direction, as in a normal bicycle, the brake torque can be set to 0 and the vehicle can be brought into a state in which neither acceleration nor deceleration is performed (idle state).

  Further, for example, the magnitude of the brake torque when the pedals 200L and 200R are rotated in the reverse direction is controlled so as to be inversely proportional to the torque component current (power running side torque current) of the electric motors 31L and 31R for the wheels. Can do. That is, on the uphill, the brake torque in the reverse direction of the pedals 200L and 200R becomes smaller as the gradient becomes steeper, and the pedals 200L and 200R can be easily turned (decelerated).

  In the configuration example of the control unit 50A shown in FIG. 23, the reaction force applied to the pedals 200L and 200R is based on the motor currents (torque currents ItR and ItL) flowing in the electric motors 31R and 31L that drive the wheel body 5. Although the example to set was demonstrated, it is not limited to this, A various method can be used.

FIG. 25 is a diagram showing a second setting method of the brake torque of the pedal. As shown in FIG. 25, the reaction force applied to the pedals 200L and 200R can be set based on the output power of the electric motors 31R and 31L that drive the wheel body 5. In this case, in the pedal torque setting unit 221A, the electric motors 31R, 31L are based on the motor currents (torque currents ItR, ItL) flowing through the electric motors 31R, 31L and the rotational speeds (ω_R, ω_L) of the motor electric motors 31R, 31L. , And a pedal torque setting signal Tset is calculated by the following equation (12).
Tset = Kpd1 · (ItR · ω_R + ItL · ω_L) / (ωpd + α) Equation 12
Here, Kpd1 is a predetermined gain coefficient, ωpd is the rotational speed (rotational angular speed) of the electric motor 210 for pedals, and α is an arbitrary constant determined in advance.

  Thus, the brake torque of the pedals 200L and 200R can be set based on the output power of the wheel electric motors 31R and 31L.

  FIG. 26 is a diagram showing a third setting method of the brake torque (reaction force) of the pedal. As shown in FIG. 26, the brake torque of the pedals 200L and 200R can be set based on the power consumption of the motor drivers 85L and 85R.

In this case, in the pedal torque setting unit 221B, the battery voltage Vbat of the battery 230, the motor driver current idrR that is the input current of the motor driver 85R detected by the current sensor CT_R, and the motor driver 85L detected by the current sensor CT_L. The power consumption in the motor drivers 85L and 85R is obtained on the basis of the motor driver current idrL that is the input current. Then, the pedal torque setting signal Tset is calculated by the following equation (13).
Tset = Kpd2 · (idrR · Vbat + idrL · Vbat) / (ωpd + α) Equation 13
Here, Kpd2 is a predetermined gain coefficient, Vbat is the battery voltage of the battery 230, ωpd is the rotational speed (rotational angular speed) of the electric motor 210 for pedals, and α is an arbitrary constant determined in advance. It is.

  Thus, the brake torque of the pedals 200L and 200R can be set based on the power consumption of the motor drivers 85L and 85R.

  When the battery 230 is likely to be overcharged by the regenerative current, the brake torque of the pedals 200L and 200R can be changed so as to reduce the power generation amount (regenerative current amount) due to the rotation of the pedals 200L and 200R.

  FIG. 27 is a diagram illustrating a fourth setting method of the brake torque (reaction force) of the pedal. As shown in FIG. 27, the pedal torque setting unit 221C detects the battery voltage Vbat of the battery 230, and when the battery voltage Vbat exceeds a predetermined threshold, the torque setting is performed according to the increase amount of the battery voltage Vbat. By reducing the signal Tset, the brake torque of the pedals 200L and 200R can be reduced (the amount of regenerative current can be reduced). In addition, when the battery voltage Vbat of the battery 230 exceeds a predetermined value, the pedal electric motor 210 may be powered.

Alternatively, the torque setting signal Tset is set to 0, the field current command signal id ^* is increased to increase the field current (reactive current component), and energy is consumed by the resistance component of the field current circuit to the battery 230. It is also possible to prevent overcharging.

  In the above-described example, as shown in FIG. 28A, the pedal required speed generation unit 79 has a constant gain with respect to the rotational speeds of the pedals 200L and 200R (the rotational angular speed ωpd of the pedal electric motor 210). Although the example of generating the center-of-gravity moving speed target value Vb_obj (Vb_obj = Kpd · ωpd) by multiplying by the coefficient Kpd has been described, the present invention is not limited to this.

  For example, as shown in FIG. 28B, the gain coefficient Kpd can be changed according to the load torque of the wheel electric motors 31R, 31L. In this case, a torque current signal ItL from the motor driver 85L and a torque current signal ItR from the motor driver 85R are input to the pedal required speed generation unit 79 together with the pedal rotation speed signal ωpd.

  As a result, for example, on an uphill, even if the pedals 200L and 200R are strung quickly (even if the pedal electric motor 210 is quickly turned), an increase in the moving speed of the inverted pendulum type vehicle can be suppressed. Thereby, the automatic shift gear switching operation can be made similar, and the comfort of the traveling operation by the pedals 200L and 200R can be improved.

  As described above, in the inverted pendulum type vehicle including the pedal of the present invention, an inverted pendulum type vehicle that is easy to operate can be realized. That is, the posture stability can be maintained in the front-rear direction and the left-right direction while proceeding while adjusting the moving speed by the rotation of the pedal in the front-rear direction. In addition, when pedaling, the movement of the vehicle can be performed by returning the brake torque according to the load torque of the electric motor that drives the wheel body 5, such as returning the brake torque according to the actual driving feeling of the occupant. It is possible to improve the comfort when performing the operation. Furthermore, the battery can be charged by generating electricity by rotating the pedal.

  In the above-described example, the example in which the AC servomotor (three-phase induction motor) is used as the pedal electric motor 210 and the electric motors 31R and 31L for driving the wheel body 5 has been described. However, the present invention is not limited thereto. A synchronous AC servo motor may be used, or a DC servo motor may be used. That is, any motor that can apply brake torque to the pedals 200L and 200R described above may be used. Moreover, although the example using a pedal was demonstrated in the example mentioned above, you may use a stepping type stepper etc. which are not limited to this, for example.

  In the above, the inverted pendulum type vehicle 1A provided with the pedal of the present invention has been described. However, the control unit 50A described above has a computer system therein. A series of processes related to the above-described process is stored in a computer-readable recording medium in the form of a program, and the above-described process is performed by the computer reading and executing this program.

  That is, the center-of-gravity speed calculator 72, the required center-of-gravity speed generator 74, the required center-of-gravity speed generator 74, the center-of-gravity speed limiter 76, the gain adjuster 78, the pedal required speed generator 79, the attitude control calculator 80, and the motor command calculator 82 and each processing in the pedal torque setting unit 221 is realized by a central processing unit such as a CPU reading the above program into a main storage device such as a ROM or a RAM and executing information processing and arithmetic processing. It is what is done. Here, the computer-readable recording medium means a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, a semiconductor memory, or the like.

  Here, the correspondence relationship between the embodiment of the inverted pendulum type vehicle including the pedal described in FIGS. 22 to 28 and the present invention will be supplemented.

  In the present embodiment, the front-rear direction (X-axis direction) and the left-right direction (Y-axis direction) of the occupant of the inverted pendulum type vehicle 1A correspond to the first direction and the second direction in the present invention, respectively. Further, the moving operation unit of the present invention mainly corresponds to the wheel body 5, and more precisely, the wheel body 5, the drive mechanism (actuator device 7) of the wheel body 5, the electric motors 31L and 31R, and the motor driver. The part comprised by 85L and 85R is equivalent. The control unit of the present invention corresponds to the control unit 50A. Further, the periodic motion unit and the pedal of the present invention correspond to the pedals 200L and 200R, and the cycle detection unit and the pedal electric motor of the present invention correspond to the pedal electric motor 210. The pedal rotation speed detection unit of the present invention receives a pulse generator PG (rotary encoder) that rotates in conjunction with the rotation shaft of the electric motor 210 for pedals, and a pulse signal output from the pulse generator PG. This corresponds to a pedal motor driver 220 that generates a signal corresponding to the rotational speeds of 200L and 200R. The pedal torque control unit of the present invention corresponds to the pedal torque setting unit 221 in the control unit 50A and the pedal motor driver 220.

In the inverted pendulum type vehicle 1 </ b> A of the present embodiment, the pedals 200 </ b> L and 200 </ b> R are provided on the base body 9. Further, the rotation speeds of the pedals 200L and 200R are detected by a pedal rotation speed detection unit (the pulse generator PG of the pedal electric motor 210 and the pedal motor driver 220) attached to the base 9. Then, the control unit 50A controls the moving operation unit (the wheel body 5 and the like) based on a rotation speed signal (a signal indicating the rotation speed of the pedal) output from the pedal motor driver 220.
As a result, an omnidirectional vehicle (inverted pendulum type vehicle) that can be easily moved can be realized. For example, it is possible to maintain posture stability in the front-rear and left-right directions while proceeding while adjusting the moving speed in the front-rear direction by the rotation of the pedal.

In the inverted pendulum type vehicle 1A, the control unit 50A (more precisely, the required pedal speed generation unit 79) determines the vehicle system center of gravity (the total center of gravity of the vehicle and the occupant) according to the rotational speed of the pedals 200L and 200R. ) To control the target center-of-gravity speed in the longitudinal direction.
Thereby, it is possible to keep the posture stability in the front-rear and left-right directions while proceeding while adjusting the moving speed in the front-rear direction by the rotation of the pedal.

In the inverted pendulum type vehicle 1A, the pedal torque control unit (the pedal torque setting unit 221 and the pedal motor driver 220) in the control unit 50A is a brake of the pedal electric motor 210 that is driven to rotate by the pedals 200L and 200R. Torque is controlled based on the torque current signal of the electric motors 31 and 31L that drive the wheel body 5.
As a result, for example, on an uphill, the brake torque of the pedal can be controlled according to the load torque of the electric motor that drives the moving operation unit, and the comfort when performing the moving operation of the vehicle is improved. The battery can be charged by regenerative energy obtained by turning the pedal.

In the inverted pendulum type vehicle 1A, the pedal required speed generation unit 79 in the control unit 50A sets the target center of gravity speed in the front-rear direction of the vehicle system center of gravity according to the rotational speed of the pedals 200L and 200R. In addition, the target center-of-gravity speed is variably set according to the operating state of the electric motors 31L and 31R of the moving operation unit.
As a result, for example, on an uphill, the moving speed in the front-rear direction set according to the rotation speed of the pedal can be reduced, and the electric motor that drives the moving operation unit can be prevented from being overloaded. .

  Although the embodiment of the present invention has been described above, the inverted pendulum type vehicle capable of operating the pedal according to the present invention is not limited to the illustrated example described above, and does not depart from the gist of the present invention. Of course, various changes can be made.

  DESCRIPTION OF SYMBOLS 1, 1A ... Omni-directional moving vehicle (inverted pendulum type vehicle), 3 ... Seat (boarding part), 5 ... Wheel body, 9 ... Base | substrate, 31R, 31L ... Electric motor for driving a wheel body, 50A ... Control unit, 74 ... required center-of-gravity speed generation unit, 76 ... center-of-gravity speed limit unit, 79 ... pedal required speed generation unit, 80 ... attitude control calculation unit, 82 ... motor command calculation unit, 85R, 85L ... motor driver for driving the wheel body, 210 ... Pedal electric motor, 220 ... Pedal motor driver, 221,221A, 221B, 221C ... Pedal torque setting unit, 230 ... Battery

Claims (6)

A moving operation unit that drives the vehicle to be movable in all directions including a first direction and a second direction orthogonal to each other on the floor surface, and the riding unit that receives the load of the occupant and the moving operation unit are assembled. An inverted pendulum type vehicle control device comprising: a base; and a control unit that controls the moving operation unit so as to perform an inverted pendulum control with respect to a vehicle system center of gravity that is an overall center of gravity of the vehicle and an occupant. ,
The inverted pendulum type vehicle is
A periodic motion unit attached to the base body and for a passenger to input a predetermined periodic motion;
A cycle detection unit for detecting a cycle of the periodic motion unit;
With
The controller is
The control device for an inverted pendulum type vehicle that controls the moving operation unit based on a cycle of the periodic motion unit. A moving operation unit that drives the vehicle to be movable in all directions including a first direction and a second direction orthogonal to each other on the floor surface, and the riding unit that receives the load of the occupant and the moving operation unit are assembled. An inverted pendulum type vehicle control device comprising: a base; and a control unit that controls the moving operation unit so as to perform an inverted pendulum control with respect to a vehicle system center-of-gravity point that is an overall center of gravity of the vehicle and an occupant. ,
The inverted pendulum type vehicle is
A pedal attached to the base body and turned by a passenger rowing with his / her foot;
A pedal rotation speed detector for detecting the rotation speed of the pedal;
With
The controller is
The control apparatus for an inverted pendulum type vehicle that controls the moving operation unit based on a rotation speed of the pedal. The controller is
3. The inverted pendulum type vehicle according to claim 2, wherein a target center-of-gravity speed that is a target value of a moving speed of the vehicle system center-of-gravity point in the first direction is controlled according to a rotation speed of the pedal. Control device. A pedal electric motor that is rotationally driven by the pedal is attached, and a pedal torque control unit for applying a brake torque to the pedal electric motor is provided,
The pedal torque control unit
The control device for an inverted pendulum type vehicle according to claim 2 or 3, wherein a brake torque of the pedal electric motor is controlled based on a torque current signal of the electric motor that drives the moving operation unit. . A pedal electric motor that is rotationally driven by the pedal is attached, and a pedal torque control unit for applying a brake torque to the pedal electric motor is provided,
The pedal torque control unit
4. The inverted pendulum type according to claim 2, wherein the brake torque of the electric motor for pedals is controlled based on a battery voltage of a battery that supplies power to the electric motor that drives the moving operation unit. 5. Vehicle control device. The controller is
When setting the target center-of-gravity speed in the first direction of the vehicle system center-of-gravity point according to the rotation speed of the pedal, the target center-of-gravity speed is set according to the operating state of the electric motor that drives the moving operation unit. The control device for an inverted pendulum type vehicle according to claim 3, wherein the control device is variably set.

Images